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Aviation Week 

& Space Technology 

75 Cents A McGraw-Hill Publication 


November 12, 1962 

Plans Revealed 
For 21-Man 
Space Station 

Five-Degree-of-Freedom 
GE Simulator 




The Honeywell Model 1612 
Visicorder is a completely new 36- 
channel instrument. It was designed 
from the base up for systems use. 
Features such as a built-in heated 
platen, modular electronics, and 
push-button controls make it the 
most versatile oscillograph ever built 
by Honeywell, pioneer in direct writ- 
ing oscillography using light beam 
galvanometers. 

The built-in heated platen, a 
factory-installed option, serves as 
a standard platen until heat is de- 
sired, at which time the operator 


simply pushes a button. Platen heat 
improves the quality of the record 
and gives better contrast. In con- 
junction with the two latensifier 
lamps, it provides immediate read- 
out of records at speeds up to 16 
inches per second. 

Other examples of the 1612’s func- 
tional design are: 

15 forward recording speeds (from 0.1 
to 160/ips) and 10 reverse speeds— all 
pushbutton controlled. 

All controls on front surface. 


I nstrument may be operated in the rack, 
pulled out on slides, or bench-mounted. 
Uses Type M miniature galvanometers, 
interchangcableamongother Honeywell 
oscillographs. 

Complete specifications are now ready 
in Bulletin 1612; write for your copy 
to Honeywell, Heiland Division, 
Denver 10, Colorado. 

Honeywell 

IB] "-fiwt i*. Cortot 


CAPABILITY 




T55 Engine Starter 



Light weight, reliability, versatility and long-life between overhauls — 
you get them all with Vickers hydraulic starting systems. 

Light and Rugged — For example, the starter now in production for 
the T55 engine installed in the U. S. Army’s HC-IB helicopter weighs 
only 14 pounds . . . has completed qualification tests and has demon- 
strated reliable field performance. The HC-IB is now in production at 
the Vertol Division of The Boeing Company. 

Main Engine or Auxiliary Use — The dual role of hydraulic starters 
makes them ideal for self sufficient systems. On the HC-IB helicopter, 
a small turbine engine with a Vickers hydraulic pump comprises the 
APU. With the main engines off, it not only provides utility hydraulic 
power but electrical power as well. Hydraulic power for starting the 
main engines is supplied by the same APU. 

For more information on Vickers hydraulic starters to match the 
full range of turbine engines, contact your Vickers application engineer 
or write to Vickers Incorporated, Detroit 32, Michigan. Ask for 
Bulletin A-5270. 



Dickers 


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ROWER TRANSMISSION 
ROWER CONVERSION 
FLUID TRANSFER 



SILICONE NEWS from Dow Corning 


For ultrahigh vacuum... 



New silicone fluid produces pressure 
in the range of 2 xlO- 10 Torr . . . 

Now, ultrahigh vacuum can be achieved . . . without refrigeration ... by 
specifying the new silicone diffusion pump fluid, Dow Corning 705. New 
Dow Corning 705 makes possible the attainment of vacuua to 2 x 10' 10 Torr 
. . . even higher vacuua with refrigeration. In addition, it offers the excep- 
tional properties unique to all Dow Corning silicone diffusion pump fluids. 
These include: 

Greater stability. Dow Corning silicone fluids offer superior resistance 
to oxidation . . . will not decompose into gums or tars or lose vacuum 
pumping properties. They recover 15 to 20 times faster than conventional 
organic fluids after exposure to air, and eliminate the need to cool pumps 
before releasing vacuum. 




Cleanliness. Breakdown tests on pump 
fluids were made with diffusion pump jet 
assemblies. The encircled jet shown was 
cycled 1,100 times with a Dow Corning 
silicone fluid. Organic fluids in other pump 
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Inertness. Silicone fluids are chemically 

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Typical applications: production of TV and 
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AEROSPACE CALENDAR 


1S City. 


1 Conti 


. Kan- 


26-27— Western States Section Meet- 
ing. The Combustion Institute. Aerojet- 
General Corp.. Sacramento. Calif. 

Nov. 26-29-Annual Coordinated Meetings: 
American Nuclear Society. Atomic In- 
dustrial Forum, and joint AtomFair, 
Sheraton-Park and Shoreham Hotels. 

Nov. 27-29— 40th 'Meeting, Aviation Distri- 
butors and Manufacturers Assn., The Ken- 
ilworth, Miami Beach, Fla. 

Nov. 27-29— Fall Meeting, Radio Technical 


Comr 


. Mart 


"IT? 


Columbia 


Motor Hotel. Washington. D. C. 

Nov. 28-30-1962 Ultrasonics Symposium, 
Institute of Radi - ' 

University, New ’ 

Dec. 2-6-1 5th Annual uuc.uanunai 
Safety Seminar. Flight Safety Founda- 
tion, Williamsburg. Va. (FSF members 
and by invitation.) 

Dec. 4-6— Fall Joint Computer Conference. 
Sheraton Hotel, Philadelphia, Pa. Spon- 
sors: American Federation of Information 
Processing Societies; IRE. 

Dec. 4-6-1962 Convention. National Avia- 
tion Trades Assn., Flamingo Hotel. Las 
Vegas, Nev. 

Dec. 5— 12th Annual National Air Taxi 
Conference. Flamingo Hotel. Las Vegas. 

Dec. 6-7— Vehicular Communications Con- 
ference, IRE, Disneyland Motel, Los An- 
geles. 

(Continued on page 7) 



X s 

square a number. . . 



extract a square root, 


on 



the Friden SRQ-automatically! 


The Friden SRQ is the only desk 
calculator in the world that pro- 
vides both automatic squaring of 
numbers, plus automatic extraction 
of square roots. 

To square a number, simply enter 
it on the keyboard and touch one 
key. The answer instantly appears 
in the upper dials. 

You can also square a number, add 
or subtract it from a running total, 
all in the same operation. 

To extract a square root, simply 
enter the radicand on the keyboard 
and touch one key. The square root 
instantly appears in the lower dials. 
Only the Friden Model SRQ offers 

November 12, 1962 


these unique features on an easy- 
to-use, fully-automatic, desk cal- 
culator. Two other new Friden Cal- 
culators, the Model SBQ and the 
Model STQ, offer you automatic 
squaring, along with a whole array 
of other automatic features. Every 
engineer and statistician should 

For a no-obligation, 10-minute 
demonstration, call your local 
Friden man. Or write:Friden, Inc., 
San Leandro, California. 

Friden 


AVIATION WEEK 


TECHNOLOGY, 





MEET US AT THE SHOW! Our Industrial Representatives will be at the FLORIDA DEVELOPMENT COMMISSION BOOTH 
at the AMERICAN ROCKET SOCIETY SHOW to answer your questions about FLORIDA. 


AEROSPACE CALENDAR 


(Continued from page 5) 

Dec. 10-11— First Annual Symposium on 
Unconventional Inertial Sensors (classi- 
fied), Republic's Paul Moore Research & 
Development Center, Farmingdale, N.Y. 

Hon R m"h l AFSC a &ienSc P and Technical 
Liaison Office. 

Dec. 10-12-Conference on VTOL Aircraft, 
New York Academy of Sciences, Henry 
Hudson Hotel. New" York, N.Y. 

Dec. 26-31— Space Physics Meeting, Ameri- 
can Rocket Society and American Assn, 
for Advancement of Science, Philadel- 
phia, Pa. 

Dec. 27— American Astronautical Society 
Symposium on Scientific Satcllitcs-Mission 
and Design, Franklin Hall, Philadelphia, 
Pa. 


Jan. 7-10— Millimeter and Submillimeter 
Conference. Institute of Radio Engineers, 
Cherry Pla/a Hotel, Orlando, Fla. 

Jan. 13-16-1 5th Annual Convention, Heli- 
copter Assn, of America, Cabana Motor 
Hotel, Palo Alto, Calif. 

Jan. 14-18— Automotive Engineering Con- 
gress and Exposition, Society of Automo- 
tive Engineers, Cobo Hall. Detroit. Mich. 

Jan. 21-23— 31st Annual Meeting (including 
Wright Brothers Lecture). Institute of 
the Aerospace Sciences. Hotel Astor, New 
York, N. Y. 

Jan. 21-24— 43rd Annual Meeting, American 
Meteorological Society, New York, N. Y. 

Jan. 22-24— Ninth National Symposium on 
Reliability and Quality Control, Sheraton- 
Palace Hotel, San Francisco, Calif. 

Jan. 28-Fifth A " 




liDgton, 


pcllant 
Rocket S 


i.'c. Sponsor: Na- 
’ Annual Solid Pro- 
e St tford II I I 


so The Franklin Insl 

phia. 

Jan. 30-Fcb. 1-National Winter Conven- 
tion on Military Electronics, Institute of 
Radio Engineers, Ambassador Hotel, Los 
Angeles, Calif. 

Feb. 5-6-Symposium on Engineering for 
Major Scientific Programs. Georgia Insti- 
tute of Technology, Atlanta, Ca. 

Feb. 11-15— Third International Symposium 
nil Ouanhun F.lwfimrin UNESCO 


Naval Research; La Federation Nationale 
Dcs Industries Elcctroniqucs. 

Feb. 12-13— Space Vehicle Thermal and At- 
mosphere Control Symposium conducted 
by the Aeronautical Systems Division, 
Engineers Club. Dayton, Ohio. Sponsor: 
ASD's Flight Accessories Laboratory. 

Feb. 20-22-1963 International Solid-State 
Circuits Conference, Philadelphia, Pa. 
Sponsors: Institute of Radio Engineers; 
American Institute of Electrical Engi- 
neers; University of Pennsylvania, 

Mar. 7-8— Propulsion Meeting, Institute of 
the Aerospace Sciences, Cleveland, Ohio. 
Mar. 11-13— Electric Propulsion Conference, 


MICROTRON, microwave power source for electronic food preparation units, 
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ELECTRON TUBE DIVISION 



PROBLEMATICAL RECREATIONS 144 


o— : 

An elimination golf tournament is held for (n + 1) players. How 
many golf matches will transpire? - Contributed 

Systems Engineers with advanced degrees and at least 5 years’ 
experience in digital data processing systems should investigate 
current openings at our Data Systems Division. Specific areas 
include: tactical data systems, active tracking, radar/ computer 
interface, digital communications, and mixed mode navigation 
systems. Qualified applicants are directed to Mr. William T. Short. 
Call him or simply mail a resume. 

answer to last week’s problem: Exactly 100 yards. The 
reasoning is that at any moment the hares are at the vertices of 
an equilateral triangle which diminishes at the velocity of the 
hares. Hence is the time it takes for the triangle to become 
a point in the middle of the field. The distance the hares travel 
during that time is VxJ£2- which equals exactly 100 yards. 

An Equal Opportunity Employer 

m LITTON SYSTEMS, INC. 

Data Systems Division 
Canoga Park, California 



AVIATION WEEK and SPACE TECHNOLOGY, 


12, 1962 





WORLD’S FIRST TRULY PORTABLE, SELF-POWERED 

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a portable pre- 
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AEROSPACE CALENDAR 


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Yesterday — Droning high over San Diego 
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TAILOR-MADE MILITARY COMPUTER SYSTEMS ... READY NOW 

Bendix can supply off-the-shelf equipment for immediate installation of real-time, on-line G-21 military computer 
systems. Matching components, field-tested in nationwide G-20 installations, are ready for interconnection with 
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plus the full line of Bendix peripheral units — are ready now for custom-designed command and control computer 
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HUGHES TONOTRON TUBES 






Modern command-control radar systems demand a clear and accurate presentation of second-by-second changes 
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tubes are in use throughout the world. For full information on how they may help solve your display presentation 
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Scientific predictions indicate that solar activity will be at 
a minimum between July, 1964 and July, 1965. This has 
been designated as the International Year of the Quiet Sun, 
and during it a world-wide magnetic survey will take place. 
□ The Douglas Space Physics and Planetary Sciences Group 
is studying scientific experiments to be performed on satel- 
lite and space probe missions during this period. Instruments 
to be used will be among the following: magnetometers; 
ionization chambers; G-M detectors; scintillators; solid state 
detectors; and spectrometers. □ The present Douglas Ant- 
arctica Riomcter Station program for the study of cosmic 
rays will continue through this “Quiet Sun” period and 

THE YEAR OF THE QUIET SUN 

...AND WHAT DOUGLAS IS DOING ABOUT IT and auroral events and the 
geomagnetic K-indcx. Douglas was invited to participate 
with the National Science Foundation in this program. 



Preparation for the Year of the Quiet Sun world scientific 
survey is one of more than 500 research projects that are 
under way at Douglas. Some of these relate to the solution of 
problems on programs of today and tomorrow. Others range 
through development and research programs whose effects 
may not be evident until ten | it p 

or twenty years in the future. I J U U I— /» O 



Site support demands the best. Bell’s HU-1 
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• Highest Speed In Its Class — 125 mph normal 
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Aviation Week 

S Spate Tethnology 



3SSS SKiSSS BBSS 





The Navy’s new A3J Vigilante has a unique brake 
system, with brakes mounted on the outboard side of 
the wheels. This simplifies maintenance, as wheels 
and brakes can be inspected and serviced without 
pulling the wheels. 

B.F. Goodrich built this unique system to North 
American Aviation specifications not only to simplify 
service, but reduce the need for it, too. By mounting the 
brakes outboard, away from axle and strut, brakes 


get the benefit of air cooling. The design also helps keep 
brake heat away from the tires. 

A corollary advantage is in flexibility for modifications. 
Additional disks can be added, if desired, without major 
design changes. If you want the best in aircraft brake 
experience and ability, come to B. F. Goodrich. For in- 
formation contact B.F. Goodrich Aerospace and Defense 
Products, a division of The B.F. Goodrich Company, 
Department A W-ll ,Troy, Ohio. 



aerospace and defense products 


E D I TO RIAL 


What Was 

Now that the Soviet Shyster medium-range ballistic 
missiles appear to be moving out of Cuba and the im- 
mediate threat posed by the establishment of a major 
enemy offensive base on this unhappy island appears to 
be dissolving, it might be wise to reflect on just what 
this threat really was. There is little doubt that if the 
Soviet design had been completed without any interven- 
tion by the U.S., the balance of power in this hemi- 
sphere would have been radically altered and a large por- 
tion of the U. S. nuclear striking force would hav e faced 
serious problems in maintaining its survivability and de- 
terrent capability. 

For the moment, let us assume that the capabilities of 
the Soviet missiles in Cuba were correctly assayed by the 
official Pentagon and White House spokesmen, although 
there is considerable evidence that these capabilities were 
grossly exaggerated. The Shyster MRBMs already in 
Cuba— Nikita Khrushchev has said that 40 missiles were 
emplaced there— would have brought a considerable 
number of Strategic Air Command's bomber bases under 
a new hair-trigger threat that would have impinged dan- 
gerously on their 15-min. alert margin. It takes 15-20 
min. less for an MRBM launched from Cuba to strike 
the U.S. than it would for an ICBM fired from the 
Soviet Union to hit the same target. It is this slender 
margin of 1 5 min. on the end of a 30-min. ICBM flight on 
which SAC depends to get a large portion of its retalia- 
tory bomber fleet into the air and away from vulnerabil- 
ity to a missile attack. But with a 10- to 15-min. interval 
between MRBM launch from Cuba to impact on SAC 
fields in the southern United States, where they have 
been concentrated to be at the extreme edge of Soviet 
ICBM ranges, the bomber fleet’s scramble margin be- 
comes dangerously thin and its principal force could be 
reduced to the planes already airborne in the continuous 
airborne alert. 

Questionable Range 

There is considerable skepticism that the MRBMs in 
Cuba have the 1,000-mi. range claimed for them by U.S. 
official spokesmen and a strong suspicion that this alleged 
intelligence was tailored to fit political goals. These 
same MRBMs, displayed in Moscow parades for a num- 
ber of years, were never previously credited with much 
more than 500-mi. range. Using alcohol fuel and red 
fuming nitric acid as an oxidizer, their propulsion effi- 
ciency makes even this range with a fractional megaton 
warhead optimistic. 

However, the alleged threat posed by 1,000-mi. range 
MRBMs would har e become genuine with the arrival of 
the 1,200-mi. range IRBMs. for which launching pads 
were being constructed in Cuba. Why the IRBM that 
has been carried in the official U.S. appraisal of the 
Soviet inventory for many years as roughly a 1,200-mi. 
weapon was suddenly stretched to a 2.200-mi. range has 
never been satisfactorily explained by any of the Penta- 
gon or White House spokesmen making these claims, 
nor is it likely that there ever will be such an explanation. 

AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 


the Threat? 

These official manipulators of the news will fall back 
behind the curtain of “military secrecy" for their defense 
against these charges. 

Some Washington observers cynically claimed these 
Soviet missile ranges were deliberately stretched before 
the November election to include more states in the 
potential target areas. Lack of any technically sound 
information on these missiles by the official spokesmen 
making the extended range claims lends credence to the 

There has been a tendency to overlook the role of the 
Soviet 11-28 Beagle fleet in this military picture. This is 
a venerable veteran of the early subsonic jet age and 
no match for any modern air defense system using the 
latest radar, supersonic interceptors and air-launched 
missiles. However, when the Il-28s arrived in Cuba, 
there was no effective air defense system guarding the 
southeastern approaches to the United States. Even 
when this defect was remedied, the Il-28s still remained 
a potent military asset to Castro’s Cuba. 

Reconnaissance Capability 

Their 800-mi. radius of action gave Castro a reconnais- 
sance capability over the entire Caribbean area that he 
previously lacked. 

They also gave him the capability for air dropping 
agents and arms to foment Communist revolt in Cen- 
tral America, other islands in the Caribbean and in oil- 
rich Venezuela. They also provided a quick capability for 
external support from Cuba for any "intemal” revolu- 
tions in those countries. Against the World War 2 
surplus piston-powered lighters of these nations, the 
11-28 still would be a potent weapon. Therefore the 
Soviets tried as long as possible to keep the Il-28s in 
Cuba, out of the scope of the “offensive weapon” evacua- 
tion agreement, and went on uncrating and assembling 
them at San Julian airfield long after the MRBM bases 
were being abandoned. 

What the Soviets hoped to accomplish with their 
missile and bomber base in Cuba can only be conjec- 
tured. But there is one solid piece of evidence that 
made clear their aggressive intent. All of the missile 
sites were constructed in a “soft” pattern useful only for 
a surprise first strike attack, and of absolutely no value 
as a potentially survivable retaliatory force. The differ- 
ence between the soft site pattern in Cuba and the 
hardened sites in which most USAF ICBMs are em- 
placed is the best evidence yet of the Soviet's aggressive 
intentions, although how this missile blackmail would 
have been executed we, fortunately, may never know. 

Even with the Cuban fangs drawn from the Soviet 
dragon's offensive power, the question of the future of 
this strategically located island remains in doubt as 
long as it remains under Communist control. Only part 
of its threat to the U.S. and the rest of the hemisphere 
will be removed with the departure of the Soviet missiles 
and bombers. 

—Robert Hotz 
21 


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Honors and Elections 

Lake Central Airlines, was elected vice 
1 ' WilHain B. Johnson, president of REA 


INDUSTRY OBSERVER 


initial of hybrid rocket motors is 
is National Aeronautics and Space 
d and unmanned spacecraft applic 


af a liquid-solid system for 
used in support of 1 
some other aerospa 


- Administration plannin 
cations. First detailed N 
ving design and performa 


performance charac- 
solid system for unmanned vehicles, such as those to be 
lunar operations. All major propulsion contractors and 
ace companies, including Northrop, are investigating 




B-70 Mach 3 aircraft, \ 
he B-70. Original plans to test the 
Dynamics B-58 bomber were scrap; 
inmcntal chamber at Arnold Engine 


g Devcl- 


ie of 30 


^t b . h ,. t 1 1 by^modifying^i ^ 

the fuselage and altering the main rotor mast to e P a s;if, b a 
p. 32). The experiment is part of an Army program to dev< ' 
of armed attack helicopters for support of ground troops. 

esearch Projects 


► Award is expected by 
Agency's competition fi 
ing a substantial jump, possiblv 30 to 
value of about 245 available in present 


>ment of a high- gy solid propellant giv- 

PW "pJlLSf ' ' 


avoidance radar displays, cominunicatio 
instrumentation needed for all-weather p< 
and inflight station keeping. Compar 
system must advise BuWeps, Code RAV-111. by 



■Last of the 1™-,^,,. 

Jeneral (AW Oct. 22, p. 35) at its Sacramento. Calif., facility 
lcchanical tab, or spoiler, in the exhaust stream for thrust vector 
This was the first application of this method in motors of that size. The 

Szr ™ ;:fJz 


► USAF Electronic Systems Division has recently established a new support 
system— designated 481L Post-Attack Command and Control System-which 
is intended to enable Strategic Air Coi 


control its forces if normal 


mentation 5 of” an inflated ' mfasL^S ^Among 



We almost gave up on this nozzle design! 


In an unattended gas turbine — running with an inlet temperature of 
1450 deg. F — quality and dependability are prime considerations. 

This part looked great on paper — but we couldn’t seem to get 
the quality or the tolerances we needed at a practical cost. 

That’s when we talked the whole problem over with Haynes 
Stellite. They went to work on an integral investment casting 
using a Haynes high-temperature alloy. 

That was the answer. The quality of the casting — and the rugged 
alloy— teamed up to take the heat. And it was produced to the 
tolerances we specified — eliminating costly secondary operations. 

Next time, take your tough one to Haynes Stellite. Haynes alloys, 
and modern production techniques, have made many design 
innovations practical and economical. 

Address Inquiries to Haynes Stellite Company, 270 Park Avenue, New York 17, New York 





Powers Flies U-2 Again 


Congressional Changes 


Nuclear Test Outlook 


Cuba Crisis News Probe 


Washington Roundup 

Francis Gar)- Powers, whose U-2 was downed in Russia in 1960, is now an engi- 
neering test pilot for the Lockheed California Co., flying U-2s in local test flights out 
of Burbank. Central Intelligence Agency says Powers quit his job there last Oct. 6. 

Cuban newspapers printed photos of what they said was the wreckage of the U-2 
flown by Maj. Rudolf Anderson, Jr. Cuba said the Strategic Air Command U-2 was 
"shot down by our anti-aircraft forces on Oct. 27.” Defense Dept, still refused late 
last week to comment on that. Cuba said the U-2 "can glide with motors shut off 
for nine hours. These spy planes are equipped with 15 infrared cameras specially 
designed for espionage work.” 

SAC Commander Gen. Thomas S. Power attended Maj. Anderson's funeral at 
Greenville, S. C., last week and identified Anderson and Maj. Richard S. Heyser as the 
two reconnaissance pilots who last Oct. 14 obtained the first conclusive evidence of the 
Soviet missile buildup in Cuba. 

A woman will become the top Republican on the Senate space committee next 
year. Sen. Margaret Chase Smith of Maine will take over the spot fonnerly held by 
Sen. Alexander Wiley of Wisconsin, who was defeated in last week's elections. Sen. 
Homer Capehart (R.-Ind.), another Senate space committee member, also was defeated. 
Two House space committee members, both of whom were strong proponents of more 
large solid rocket development, also will be missing next year. Rep. Victor Anfuso 
(D.-N. Y.) was elected to New York's supreme court and Rep. David S. King (D.-Utah) 
lost a bid for a Senate scat held by Republican Wallace F. Bennett (AW Oct. 8, p. 25). 

Rep. James Van Zandt (R.-Pa.) a high ranking member of the House Armed 
Services Committee and Joint Atomic Energy Committee, also lost a bid for a Senate 
seat and Rep. Peter Mack (D.-Ill.), a top member of House Commerce Committee, was 
defeated. 

Pan American World Airways and KLM Royal Dutch Airlines were making plans 
late last week for resuming regular flights to Havana. Cuba announced that regular 
service, halted when the U. S. arms blockade began, could be resumed if plan for each 
flight was filed with Havana air traffic control. 

Soviet refusal to allow inspection of underground tests on its territory is likely to 
continue to delay any nuclear test ban agreement. The U. S. ended its atmospheric 
series on Nov. 4 with detonation of a payload having a yield of about 30 kt. It was 
launched by a Nike Hercules. Russia plans to end its tests on Nov. 20. The U. S. 
exploded 36 devices in the atmosphere, including five at high altitudes. Russia had 
exploded 31 in the atmosphere between early August and Nov. 7. 

Algeria received nine Soviet-built aircraft, including five MiG-15 trainers, from 
United Arab Republic President Carnal Abdel Nasser on the eighth anniversary of the 
Algerian revolution. Soviet instructors flew in each aircraft as copilot when the planes 
landed at Algiers’ Maison Blanche air base. 

Yugoslav military mission, headed by the deputy minister of defense and com- 
mander of the Yugoslav naval forces, visited Cairo recently for UAR Army Day cele- 
brations. 

Top officials of National Aeronautics and Space Administration met Nov. 3 with 
Budget Bureau Director David Bell for final deliberations on the agency’s Fiscal 1963 
supplemental budget request and the Fiscal 1964 requests (see p. 27). The two will 
total about S6 billion. 

House Government Information Subcommittee is laying the groundwork for hear- 
ings, possibly early next year, on the way the Kennedy Administration "managed” news 
during the Cuban crisis. Chairman John E. Moss also hopes to go into why the 
Pentagon’s space secrecy directive of last Mar. 23 is itself classified secret (AW May 21, 
p. 26). Defense Secretary Robert S. McNamara wrote Rep. Moss about the directive 
some time ago but Rep. Moss would not accept the letter because it was marked 
“secret.” Subcommittee staffers already have interviewed top information officials 
in the Pentagon, State Dept, and White House. 

Administration refuses to let NASA identify the Mercury tracking stations that will 
be modified for Gemini missions so the nations involved can take political advantage 
of announcing it first themselves. The sites are expected to be in Bermuda, Mexico, 
Canary Islands and South Africa. New stations are expected to be built in Hong 
Kong and Chile (AW Feb. 5, p. 23). NASA has awarded Electro Mechanical Research 
S7.4 million for pulse code modulated systems; Radiation, Inc., $1.9 million for 
digital command encoders; Collins Radio $1.7 million for radio frequency command 
systems, and Canoga Electronics Corp. $1 million for tracking antenna acquisition 
aid systems. -Washington Staff 


AVIATION WEEK and SPACE TECHNOLOGY, 


sr 12, 1962 


Manned Venus, Jupiter Satellites Planned 


NASA’s long-range timetable includes stations on the 
moon, Mars; U. S. to search for life on other planets. 

By Edward H. Kolcum 

Chicago— Manned satellites of the planets Jupiter and Venus are part of the 
U. S. long-range space exploration plan, which was outlined by the National 
Aeronautics and Space Administration here at the NASA-University confer- 
ence on space science and technology. 

Abraham Hyatt, director of NASA plans and program evaluation, said the 
timetable for the plan (see chart) is highly tentative, but it reflects the trends 
of basic research needs. The role of universities in the NASA program 
includes a wide range of fundamental research under grants and contracts, 
as well as the fact that they will be the source of the space agency’s scientists 
and engineers. 

Hyatt said preliminary analytical stations in earth orbit. The plan ex- 
work is under way for a large number tends as far as the post-1980 period, 
of space exploration programs that are when a manned station could be op- 
not yet authorized or funded. These crating on Mars and manned satellites 
are highlighted by operational manned could begin orbiting Jupiter and Mer- 
flights, beginning after 1968 with space cun'. Between these milestones would 


be establishment of a lunar station, de- 
velopment of maneuvering re-entry ve- 
hicles, a Mars landing, Venus recon- 
naissance and a search for life on other 
planets, all of which would be manned. 
Hyatt said major obstacles are: 

• Money, and the way in which NASA's 
program will be funded in the future. 
In planning the long-range program, 
the agency anticipates a gradual level- 
ing-off after the funding peak is reached 
in the Apollo manned lunar landing 
program. It expects to be able to achieve 
new funding peaks as advanced manned 
expeditions and operational programs 
are authorized. 

• Time-energy barriers, in the context 
of the actual time it takes for manned 
vehicles to make interplanetary trips. 
Minimum energy Mars trip, for exam- 
ple, will take 970 days, 

• Physical barriers of chemical propel- 
lants’ for launch vehicles. This should 
be overcome with nuclear and electric 


EARTH ORBIT 


UNMANNED SATELLITES 
SCIENTIFIC SATELLITES 

• SMALL SPECIAL PURPOSES 

* ORBITING OBSERVATORIES 


APPLICATION SATELLITES 

• COMMUNICATION 

• METEOROLOGY 

• NAVIGATION 

• ENGINEERING RESEARCH 


INTERMEDIATE 
SPACE PROBES 


VOYAGER 

SEARCH FOR EXTRATERRESTIAL 
LIFE 

OUT OF ECLIPTIC 
GRAVITATIONAL EXPERIMENT 
OUTER PLANETS AND THIER 
SATELLITES 
LEAVE SOLAR SYSTEM 


u tt 


H tt 


BALLISTIC REENTRY 

• MERCURY 
' GEMINI: 


• APOLLO 
LUNAR LOGISTIC 
SYSTEM f 

t UNMANNED 



MARS LANDING 

VENUS RECONNAISSANCE 

SEARCH FOR LIFE ON PLANETS 


TTT 


MANNED ORBITING LABS. 

OPERATIONAL FERRY VEHICLE SCIENTIFIC OBSERVATIONS 
RECOVERABLE BOOSTERS -L- LUNAR EXPLORATIONS 


which have been approved. Proj- 


AVIATION WEEK and SPACE TECHNOLOGY, !• 


NASA Funding Problems Slow Lunar Program 


Washington— Funding problems have forced the space 
agency to fall several months behind schedule in its top priority 
program to land a man on the moon before the end of this 
decade. 

Aviation Week learned from interviews with National Aero- 
nautics and Space Administration officials and their contrac- 

gram have been issued as part of an economy campaign, which 
already looks as if it will force the program as much as seven 
months behind schedule. 

Some space authorities both inside and outside NASA fear 

so instrumental in persuading Congress to appropriate the 
billions needed for an all-out national space program. If NASA 
itself slackens the pace of the program, these officials argue, 
economy-minded members of Congress will have a stronger 
argument for reducing or stretching out the space agency's 
appropriations. A slower paced program also is likely to lose 
some of its public appeal, especially if the U. S. space effort 
falls farther behind Russia’s. 

NASA Administrator James E. Webb decided before Con- 
gress adjourned not to ask for the supplemental funds which, 
because of contractors' revised estimates, were needed to keep 
the lunar program on schedule. Faced with the prospect of 
running out of money before next year's Congress appropriates 
additional funds for NASA, space agency officials have resorted 

of contracts to reducing the scope of activities. 

Tile pinch already is being felt by several aerospace con- 
tractors working on various segments of NASA’s lunar landing 
program. Some examples: 

• McDonnell Aircraft Corp., prime contractor for the Mercury 
and Gemini capsules, has been ordered by NASA to reduce 
overtime. McDonnell employes now are at Cape Canaveral 
working two-shift, five-day week instead of the two-shift, six-day 
week which they usually work from the time a capsule arrives 
until it flies. Also, the only overtime being worked by McDon- 


nell employes at the Cape for the past two weeks has been on 
the attitude control system for the Mercury Atlas-9 capsule. 
These and other economy moves are partly responsible for the 
MA-9 launch date slipping from February to April. Economy 

strucb'on and launching of the two-man Gemini capsule. 

• The Martin Co. is laying off 225 of its 10,500 workers at its 
Baltimore plant, partly because NASA is delaying the work 
orders for the Titan 2 boostcr-Gcmini launch vehiclc-as 
part of its economy drive. This layoff would have been neces- 
sary, according to company officials, even if Martin had been 
awarded the NASA contract for the lunar excursion module 
(LEM). However, the LEM award (see p. 29) would have 
enabled Martin to recall the laid-off workers after the contract 
was negotiated. 

• Construction of several assembly and checkout facilities at 
Cape Canaveral related to the lunar landing program is being 
stretched out. Any delay in construction causes slippage all 
along the line. Estimates of the total program’s slippage range 
from four to seven months. 

Brainerd Holmes, NASA's manned space flight director, 
several months ago wrote Chairman Olin E. Teague (D.-Tex.) 
of the House Science and Astronautics manned space flight 
subcommittee that his program would be short of funds this 
fiscal year. But evidently Administrator Webb, partly because 
of the Fiscal 1963 budget deficit facing the Kennedy Admin- 
istration, ignored pleas of his associates to ask for more money 
before Congress adjourned or to commit NASA to existing 
time schedules with the idea of getting the additional money 
from Congress early next year. Fiscal 1963 deficit in the 
manned lunar program is approaching S300 million (AW Sept. 
3, p. 16). 

Progress of NASA's next sizable contract— the lunar supply 
system— will indicate the breadth of the agency’s economy 
campaign. This system (AW Aug. 13. p. 30) involves devel- 
opment of two spacecraft carriers and propulsion systems and 
determination of the payload. 


stages. Progress in developing these 
stages, Hyatt said, has been slower than 
was predicted. 

Hyatt spoke at the plenary session of 
the three-dav conference which opened 
Nov. 1. D. D. Wyatt, director of NASA 
programs, said at the same session that 
the long-range planetary plan includes 
unmanned probes to Mercury and Nep- 

Wyatt said also that man's role in 
satellite flights will continue to be as the 
subject for behavioral observation until 
his scientific role is more clearly de- 
fined from such operations as orbiting 
laboratories and space stations. 

After the plenary sessions, conferees 
went into two days of technical meet- 
ings during which NASA spokesmen 
emphasized the projects most readily 
adaptable to university fundamental and 
applied research. Dr. Adolph Busemann. 
senior staff scientist at Langley Research 
Center, for example, urged educators to 
improve teaching in the fundamentals 
of fluids in motion so that students can 
better contribute to urgentlv-needed 
knowledge in that area. 


Miss Eleanor Pressly of Goddard 
Space Flight Center said university par- 
ticipation in sounding rocket programs 
may reach 43% of the NASA total this 
year, and she called on conferees to in- 
crease university participation even 

Miss Pressly outlined requirements for 
NASA assistance in rocket experiments. 
This basically involves submitting a 
proposal and a statement on the sup- 
port needed from NASA. The govern- 
ment provides launch vehicle, power 
supply, telemetry', performance and as- 
pect gages, calibrator, commutator and 
all rocket wiring outside the experi- 
mental package. The experimenter is 
responsible only for his own scientific 
instrumentation. 

Dr. Dale Smith, deputy assistant di- 
rector for Life Sciences at NASA’s Ames 
Research Center, said that universities 
and research organizations will do more 
than 75% of NASA’s bioastronautics 
work during the coming year, and that 
NASA will probably never do more 
than 50% of its own bioastronautics 
work in-house. 


Jet Propulsion Laboratory spokesmen 
cautioned that it would be dangerous 
and overly eiroensive to neglect earth- 
based scientific experiments simply to 
launch a payload into space, and the 
objective will be to support earth- 
bound as well as space vehicle experi- 

Other highlights of the two days of 
technical sessions were: 

• Nuclear propulsion— NASA is study- 
ing advanced solid core and gaseous 
core reactors which could power rock- 
erties of refractory materials and how 
practical design of fuel elements able 
to withstand high flow rates, heat fluxes 
and thermal cycling. 

Role of the university in this research 
will be to contribute data on the prop- 
erties of refractory materials and to con- 
tribute data on how they are influenced 
by uranium fuel. 

• Aerodynamics problems of space ve- 
hicle flight within the atmosphere are 
now better understood after several 
early failures caused by underrating 
aerodynamic effects. NASA is conduct- 
ing analytical studies of recoverable 


AVIATION WEEK and SPACE TECHNOLOGY, 


12 , 





planetary probes which will re-enter 
the atmosphere at velocities as high as 
60,000 mph. 

• Space science research— Greatest im- 
pact of space astronomy will be its con- 
tribution to ground-based astronomy 
and astrophysics. Research in optics 
and solid state properties demanded by 
space astronomy already has resulted 
in new optical coatings, metal mirrors 
and ultraviolet photo-emitters. 

Energetic particle and magnetic field 
research is aimed at determining par- 
ticle acceleration, generation of mag- 
netic fields in stars, planets and space 
and the motions of fields and matter 
in space. This is expected to lead to an 
understanding of the development and 
dynamics of galaxies, distribution of 
matter in galaxies and the physical proc- 
esses which occur in and near stars and 
planets. 

Although space vehicle studies of the 
chemistry and physics of the earth’s at- 
mosphere. called aeronomy. have pro- 
vided excellent fundamental knowledge 
of the gas cloud around the earth, they 
have also opened a broad new field of 
unknowns. Among the most interesting 
space goals, already identified, are at- 
tainment of a true ambient sample, in- 
terpretation of measured values of at- 
mospheric samples in terms of true am- 
bient conditions, conversion of small 
currents in the range of 10"” amp. to 
five-volt signals, development of im- 
proved sensors, increasing sensor re- 


Iiabihtv. absolute measurement m an 
ultra-high vacuum, and generation of 
known and controllable means of neu- 
tral particles. 

In regard to physical constants, 
better data are needed on gas reaction 
coefficients, absorption cross sections 
and gas-solid reaction coefficients. 

Space payload measurements of the 
ionosphere since 1959 have resulted in 
a more accurate atmospheric model up 
to altitudes of 1,500 mi., but gaps ex- 
ist in ionosphere data and in instru- 
ments to obtain this knowledge. 

• Structures— Dynamic modeling meth- 
ods used by Langley Research Center in 
structural research of the Saturn C-l 
launch vehicle have proven successful 
for designers of large launch vehicles. 
Scalloped tank configuration may be 
used for large vehicles because it pro- 
vides structural strength and prevents 
fuel sloshing. NASA also is investigat- 
ing dimpled sheet sandwich materials, 
refractory metals such as tungsten, 
tantalum, molybdenum and columbium. 
coated with silicon and graphite. 

Sterilization techniques being studied 
use heat, radiation and gas, ethylene 
oxide or Freon 12. The problem of how 
to sterilize vehicles returning to the 
earth has not yet been faced. 

• Matcrials-It is estimated that within 
1 0 years, half the components launched 
into space will be made of non-metallic 
materials. Polymers, although affected 
by the space environment, are con- 


sidered less so than previously and work 
is under way to increase useful operat- 
ing temperatures of polvmers from 
400F to 800F. 

Among advanced materials under 
study for space application are pow- 
dered metals, re-formed under high 
pressures and temperatures, new alloys 
of tungsten, molybdenum, titanium and 

containing high-strength fibers. 

• Gas dynamics— Intensive research is 
required on influence of high enthalpy 
on the thermochemistry and of ioniza- 
tion on the flow field containing foreign 
gases. Effect of ionization on convec- 
tive heat transfer appears to be small. 
Turbulent boundary layer in high en- 
thalpy flows is another area open for 
experimental and theoretical research. 

The intense radiation of ultraviolet 
light by gases behind the bow shock 
wave may produce a subsonic "warn- 
ing” to the air that a body is approach- 
ing because this radiation may be ab- 
sorbed in the flow region ahead of the 

• Space navigation— Studies indicate 
that a combination of a sextant and an 
on-board computer may provide ac- 
curate position, velocity, trajectory and 
correction data for translunar flight. 

• Magnetohydrodynamics research has 
resulted in development of a coaxial 
plasma accelerator at Langley which 
has generated a plasma burst with a 
velocity of 670,000 mph. 


AVIATION WEEK 


SPACE TECHNOLOGY, 


12. 1962 


Grumman Wins Lunar Bug Contract 

and produce the lunar excursion module (LEM) which will land two men on the 
moon in the Apollo project. National Aeronautics and Space Administration esti- 
mated the contract value will total $550 million. 

Because this project is not included in the agency’s Fiscal 1963 budget, (sec p. 
26) NASA will either have to drastically reprogram its approved projects, or request 
supplemental funds to cover the contract (AW Sept. 3, p. 16). 

It is expected that Rockctdyne Division of North American Aviation will receive 
the prime propulsion subcontract. Although Radio Corp. of America was proposed 
by Grumman as the telecommunications subcontractor, NASA mav specify Collins 
Radio for this project to assure compatibility with Apollo command module instru- 
mentation. Collins has the contract for this Apollo system, and Grumman was the 
only bidder not teamed with this company. 

Final selection of Grumman for the contract had been made in mid-October. 
NASA technical review board bad previously considered the Grumman proposal the 
best of nine submitted, as reported by Aviation Week (Oct. 1, p. 15). Announce- 
ment apparently was delayed to eliminate charges that the award was made to 
influence the November elections. Announcement was made Nos'. 7. the day after 
the election, even though NASA Administrator James E. Webb, who made the final 

Decision to award the contract for the lunar excursion module, called the bug, 
indicates that NASA will press forward with its selection of the lunar orbit rendez- 
vous technique for the Apollo program, despite objections which have been raised 
regarding the complexity of this technique. 

General configuration of the bug (see AW cover. Oct. 1) is similar to the pilot 
compartment of a helicopter. It will be about 10 ft. in dia.. and 15 ft. high with 
its landing legs deployed. Weight is expected to be 20.000-25,000 lb. 

NASA considers that the propulsion system development is one of the most 
difficult in the bug project. The agency has specified c3rth storable hypergolic pro- 
pellants for both lunar letdown and lunar takeoff engines. Letdown engine will be 
throttleable over a 1,000-lb. thrust to 10,000-lb. thrust range, and the lunar takeoff 
engine will have a 4,000-lb. thrust. 

U. S. Plans Massive Assistance 
If India Will Stand With West 


Washington— Initial military airlift of 
light infantry weapons to India was 
completed last week and U. S. policy 
toward that country entered a new stage 
which could result in a massive mili- 
tary and economic assistance program. 

Kennedy Administration officials were 
assuming a wait-and-see attitude on 
the main question of whether India 
would disavow its neutralist stand and 
side with the West, in the face of 
Russia’s endorsement of territorial 
claims made by Communist China as 
Chinese troops continued to advance 
into India (AW Nov. 5. p. 26). 

But it is obvious that the Administra- 
tion is ready to go far beyond this mili- 
tary airlift to help India both militarily 
and economically if Indian Prime Min- 
ister Jawaharlal Nehru gives the word. 
Nehru last week said aid from the U. S. 
and Britain would not change India’s 
policy of non-alignment, adding that his 
country had also sought assistance from 
“other friendly countries," including 
Russia and France. However. U. S. 
officials are discussing the possibility 
not only of supplying heavier military 
equipment, including aircraft, but of 


sending in technicians to help build up 
India's general industrial production fa- 

Defense Dept, confirmed last week 
that the U. S. Army gave up its pro- 
duction line priorities for two de Havil- 
land DHC-4 Caribous so they could be 
supplied to India. Officials indicated the 
U. S. would pay for the aircraft and 
decide later how India should reimburse 
the government. 

Significantly, funds for light infan- 
try weapons and other equipment air- 
lifted to India have come from Militari- 
Assistance Program account. India has 
steadfastly refused to become involved 
in the Military Assistance Program so 
far, and also insisted that it pay in 
cash for any military equipment. The 
Caribou transaction may well set the 
pattern for the next stage of the U. S. 
assistance program to India. U. S. of- 
ficials also indicated that Indian rupees 
would be acceptable to the U. S. 

India's military leaders long have 
wanted to increase their airlift capability 
but have been prevented from buying 
U. S. aircraft by former Defense Min- 
ister V. K. Krishna Menon. But this 


obstacle was removed last week when 
Menon. who already had been demoted 
by Nehru to defense production min- 
ister, left the Indian cabinet altogether. 
The Indian government, with U. S. 
government financial help, is now ex- 
pected to buy other military transports 
and helicopters from the U. S-, Britain 
and Canada. 

But U. S. defense officials do not 
foresee any sizable purchases of tactical 
aircraft by India in the near future. 
They note that neither India nor China 
has used such aircraft in the fighting 
so far and they feel that the Indian 
air force is equal or better than Red 
China’s. Red China has MiG-1 5s, 17s 
and 19s— but no MiG-21 s-ancl some 
Soviet U-28 bombers. These officials es- 
timate India has 300 jet aircraft, in- 
cluding Hawker Hunter fighters and 
English Electric Canberra tactical 
bombers. 

The U. S. military airlift of auto- 
matic rifles, anti-personnel mines. 
81-mm. mortars, mountain artillery and 
communications equipment began Nov. 
2 from Rhein-Main. West Germany. 
Late last week, U. S. officials said India's 
urgent needs had been met with the 
landing of about S5 million worth of 
equipment. 

Most of it came from U. S. Army 
stockpiles in Western Europe. 

USAF Brig. Gen. Robert D. Forman, 
commander of the Military Air Trans- 
port Service 1602nd Air Transport 
Wing, supervised the operation from 
headquarters in Calcutta. MATS Boe- 
ing C-l 35s took off from the Rhein- 
Main air base every three hours, each 
loaded with 40,000 lb. of military equip- 
ment. The schedule called for eight 
flights a dav, with a two-hour stopover 
at Adana. Turkey, before making the 
six-hour flight oh to Calcutta. Total 
elapsed flight time was about 1 3 hr. 

After the aircraft landed at Calcutta. 
Indian forces took the military equip- 
ment toward the front by truck, heli- 
copter and aircraft, including modified 
Fairchild C-l 19s (see p. 127). 



AVIATION WEEK and 


TECHNOLOGY, Nc 


2, 1962 






Missile erectors and flame deflectors have been removed from the medium-range missile site at Sagua La Grande, new aerial recon- 
naissance photographs of Cuba show. Missile ready tents also have been removed from foundations. Launch control buildings (cen- 
ter, near lower launch pad) remain and trucks arc parked at various places at the site. This location was pictured on the cover of Avia- 
tion Week and Space Technology Nov. 5, and on pp. 34 and 54. 


Another launcher-crcctor has disappeared from a me- 
dium-range ballistic missile site, one of those in the 
San Cristobal area, reconnaissance photo (above) indi- 
cates. The same site in mid-October photo (right), had 
launcher in position and two missile ready tents, partly 
hidden among the trees at right. Tents have also dis- 
appeared, though concrete foundations remain. These 
photos arc a close-up of one of four launching pads 
under construction at the site (AW Nov. 5. p. 33, bot- 
tom), but was not specifically labeled as a launch pad in 
previous Defense Department photos. Roofless con- 
crete structure is still standing near the launching posi- 
tion in latest photo. Note signs of grading to the right 
of the launching site and degree of activity in the area, 
denoted by truck tire marks. 


Sagua La Grande MRBM site in late October showed signs of heavy truck travel and construction, and tile beginning of camouflage. 
Erector-launchers were in place at the launch pads, a probable theodolite alignment station and cabling were evident at lower site, and 
a cherry picker type crane was visible at upper site. Later photo (opp. page) does not include fuel and oxidizer truck parking area. 


Aerial Photos 
Show Missile 
Erector Removal 
At Cuban Sites 


Second medium-range ballistic missile site in 
the San Cristobal area (above) showed re- 
moval of two launcher-erectors in the Nov. 

tents are still in place, however, and canvas 
still covers an object at the lower launch 
position. Cables extending from it to the 
erector (left) and from it into the trees be- 
low have disappeared in the later photo. 
Parked trucks and trailers remain in open 
area (center). Launch position at left center 
(not designated as such in photo left) is the 
S3mc site as that on p. 33 (top) in the Nov. 
5 issue of Aviation Week and Space Tech- 
nology, though photos arc taken from dif- 
ferent directions. 






Deck load of the Russian cargo ship Poltava, photographed during a 180-deg. turn in the English Channel Oct. 50, includes 10 trucks 
of varying design destined but not delivered for support of Russian medium-range ballistic missile bases in Cuba. Poltava returned to 
port rather than test the U.S. blockade. Two trucks on forward hatch (below) have specially fitted bodies for what may be sections of a 
missile launcher. Poltava is about 500 ft. long, grosses 9,500 tons and is fitted with 12 light cranes forward and one aft, and one heavy 
boom amidships for rapid loading and unloading at ports without much dock equipment. Exposed draft marks on bow and rudder section 
riding out of the water astern (top) indicate a relatively light, high volume cargo such as unfueled missiles. Note oversize hatch (below) 
60-70 ft. long— large enough for rapid loading of assembled Shyster. Additional deck-stored cargo crate and crane arc visible on stern. 



CONVOY LEAVING^ 


VACATED LAUNCH POSITION 


1 NOVEMBER 


Departing truck convoy is indicated (above) in a Nov. 1 photo of 
a medium-range ballistic missile site in the Sagua La Grande area. 
A second vacated launch position is labeled. Missile ready tent, 
identified in October photo (below) is gone, and so is camouflage 
netting stretched over the road just to the right of the missile 


ready tent. Included in the convoy are tank-carrying trucks as well 
as conventional canvas-topped vehicles. Missile erector-launcher 
appears to have been removed at the position from which the 
convoy is departing, but palm tree shadows obscure the center of 



U.S. Insists on Direct Inspection 
To Verify Cuban Missile Removal 


Washington-U. S. was still insisting 
late last week on direct verification in- 
side Cuba that Russian missiles had 
been removed before it would end the 
arms blockade or guarantee against in- 
vasion. It maintained this position in 
spite of an agreement between Russia 
and the U. S. that allowed U. S. naval 
vessels to “contact” Soviet ships leav- 
ing Cuba in an attempt to count the 
number of missiles moving away from 
the island. 

Removal of 11-28 jet bombers, which 
had been a quarreling point in talks in- 
volving the 0. S., Russia and Cuba, still 
had not been clarified, even though the 
U. S. had made it clear to Russian ne- 
gotiators that it considered the bomb- 
ers among the “offensive weapons" 
which President Kennedy insisted were 
part of the U.S.-Soviet agreements. 

U. S. expected to encounter Soviet 
vessels Nov. 9 for “close alongside ob- 
servations.” Defense Dept, photos 
showed that "all know'll MRBM and 
IRBM bases in Cuba have been dis- 
mantled.” Later photos “indicated the 
movement of significant items of equip- 
ment from the missile sites to port 
areas. Still later photos give evidence 
that a substantial number of missile 
transporters have been loaded onto the 
main decks of certain Soviet cargo ves- 
sels and that several of these vessels 
have already departed Cuban ports.” 
the statement said. 

There was no evidence that ll-28s 
were being crated or removed. U.S. 

in the holds of special ships but would 


go out on the deck. Russia was ex- 
pected to cooperate in the alongside 
observation, and no boarding was ex- 
pected, at least for the first few ships. 

Defense Dept, expected to release 
photos showing the Soviet ships Divin- 
ogorsk. Fizik Kurchtov and the Anasov, 
presumably loaded and leaving, and 
photos taken Nov. 1, 4 and 5 at the 
port of Maricl. near Havana, showing 
progressive loading of the Anasov, Di- 
vinogorsk and the Dratsk. 

But the thorny question of inspec- 
tion in Cuba, which was being opposed 
by Cuban Premier Fidel Castro on the 
grounds that the U.S. did not intend 
to honor his five counter-demands (AW 
Nov. 5, p. 37), had not been resolved. 
After Defense Dept, announced that 
Navy ships would contact outgoing 
Soviet vessels. State Dept, insisted that 
some inspection inside Cuba was still 
a necessity. 

"In our view, verification [of the re- 
moval of weapons] has to be verification 
on the ground." a State Dept, spokes- 

Botli the blockade and aerial surveil- 
lance were continuing late in the week, 
and USAF and Navy photo planes were 
being accompanied bv fighters. The un- 
official view on the ioss of a Strategic 
Air Command U-2 over Cuba on Oct. 
27 (AW Nov. 5. p. 38) was that Cuban 
troops had shot it down from high alti- 
tude, using Soviet-supplied anti-aircraft 
rockets. U.S. sources believed Soviet 
technicians in Cuba were under the 
strictest orders not to take action against 
U. S. aircraft. 


Red Cross Preparing for Soviet Ship Search 

Geneva— Intemution.il Committee of the Red Cross says it expects its proposed 
inspection of Soviet ships bound for Cuba to determine if any offensive weapons arc 

man said last week that the United Nations' request did not mention aircraft or 
actual visits to identified missile sites within Cuba. 

Spokesman said the Red Cross probably would recruit approximately 30 persons 
with both technical and diplomatic qualifications to carry out the task. He stressed, 
however, that the exact types to be recruited and the place and means the inspec- 
tions are to be carried out cannot be definitely established "until we know exactly 
what the mission will be.” 

In a formal statement issued here last week, the international committee noted 
that such inspections amounted to a "task outside the conventional and traditional 
scope" of the group’s "humanitarian mission." It added, however, that “in the best 
interest of peace" it would undertake the mission upon the formal approval of the 
U. S., the Soviet Union and Cuba. 

The committee said it had been assured through the UN that the Cuban govern- 
ment "would accept such a form of control." 

Statement added that the committee as such "could not assume direct responsi- 
bility for the proposed operation, which would remain within the competence of the 
United Nations and the states concerned. Tire international committee’s contribu- 
tion would consist chiefly in recruiting personnel charged with visiting the vessels." 



U.S. military preparations continued, 
including the movement of 21 amphib- 
ious vessels through the Panama Canal 
from the Pacific into the Atlantic. The 
canal was closed to commercial ship- 
ping for two days. There were other 
indications of a concentration of am- 
phibious warfare craft in the Florida 

Cuba was widely discussed in Mos- 
cow during celebrations of the 45th 
anniversary of the Russian revolution. 
Most of the comments dealt with 
Chairman Khrushchev's role in the cri- 
sis, and all of them attributed the salva- 
tion of peace in the world to his actions. 

Meanwhile, Russia, Chinese and 
Cuban propaganda organs continued to 
support Castro’s five demands, which 
include withdrawal of the U.S. from 
the Guantanamo Naval Base. They also 
insisted that Russia had lived up to its 
part of the Khrushchev-Kennedv bar- 
gain by removing missiles from Cuba, 
but that the U. S. had not yet removed 
the blockade or guaranteed there would 
be no invasion of Cuba by U. S. forces 
or Cuban insurgents operating from 
this country. 

Khrushchev himself credited both 
sides with compromise in the Cuban 
crisis. He said the world had come 
“very- close, very close" to thermo- 

"Who won and who lost?" Khrush- 
chev said at a Moscow reception on 
Nov. 7. "Forget it. Reason won, rea- 
son for mankind. Mankind won. Be- 
cause if there hadn't been reason, then 
there might not have been this recep- 
tion here tonight and there might not 
have been any elections in the United 
States.” 

The Soviet leader said 40 missiles 
had been emplaced in Cuba. “We 
have taken our rockets out and they 
probably are on the way,” he said. 
Khrushchev said he "never was in favor 
of a summit meeting" with President 
Kennedy in connection with the Berlin 
situation or Cuba, but he said such 
meetings could be useful “if it is a ques- 
tion of peace and war, if the alternative 
to peace is war. But at the present, 
there is no such necessity." 

In a Red Square parade commemorat- 
ing the anniversary of the revolution, 


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35 




WARNEFORD AND GOLIATH 


Twenty-year-old R.A.J. Wameford liad never flown at night. 
But this hoy in the uniform of a Flight Sub-Lieutenant learned 
fast. And well. 

Wameford joined the Royal Naval Air Service in 1915. By 
June of that year he had his wings. His big moment began at 

the French-Belgiuin border. His mission: to bomb the German 
Zeppelin sheds at Berchem St. Agalhe. Belgium. 

The Zeppelin was considered invincible in the air. Whenever 
a British plane flew up to intercept one, the German com- 


mander could easily jettison his water-ballast and the giant 
airship would shoot up thousands of feet in the air— higher 
than most planes at that time could fly. 

The only way to destroy the Zeppelins was at their moorings. 
And they had to he destroyed. London had already been 
attacked. On May 31st, the noted Zeppelin commander, Haupt- 
mann Karl Linnarz surprised the city at night, dropped his 
bombs and floated back across the Channel undetected. British 
morale was never lower. First, poison gas. Now this. The plane 
Wameford was flying was certainly no match for the hated 


giants in the air. But the Morane Para- 
sol was pretty fast, by 1915 standards. 
Powered by a nine cylinder, 80 hp. Le 
Rhone rotary engine, it reached 70 mph 
at low altitudes. Its only armament was 
six 20-pound bombs in a makeshift 
bomb rack and a light carbine borrowed 
from the Belgian army. 

Exactly at midnight, Wameford 
crossed his fingers and took off. He 
circled above Furnes waiting to be 
joined by others. But he lost them in the 
blackness. 

So he elected to go on to Berchcm St. 
Agathe alone. Minutes later, he saw 
ahead of him a dark mass and just be- 
low it blue-yellow exhaust flames. As 
he neared the Thing, he froze at the con- 
trols. He was heading straight at a Zep- 

Fate had brought Wameford and 
his slingshot face to face with a 521- 
foot-long Goliath. This particular mon- 
ster-called LZ.37 — had 18 main gas 
chambers carrying 953,000 cubic feet of 
hydrogen. It was powered by four new 
210 hp. Maybach engines and had a 
crew of 28. 

Wameford didn’t have time to won- 
der at the enormity of the Thing before 
him. The Zeppelin’s machine guns were 
already firing bullets through the frail 
wings of his Parasol. He veered off, 
came about, and got the second big 
shock of his young life. The Thing was 
chasing him! 

Tracer bullets were whizzing right by 
Warneford's ear. He ducked and dove 
under the belly of the whale-like war- 
ship. Then he began popping away at 
the Thing with his carbine. It was like 
shooting at an elephant with a BB gun. 
But BBs or no, the German had enough. 
The water ballast was dumped and the 

8 By now /was 2:25 in lluf still-dark 
morning. Wameford wouldn't give up. 
At a safe distance and climbing all the 
while, he followed the LZ.37 on its 
course to Ghent. He pulled his Parasol 
up to 11,000 feet. Unaware that the nag- 
ging fly was still buzzing him, the Ger- 
man dropped to 7,000 feet. Wameford 
was at last above the bulging behemoth. 

Out of sight of the gondola tucked 
under the bulge, Wameford swooped 
down on his giant prey. No more than 
200 feet over target, he dropped his 
fire bombs. Six little bombs tore into the 
Zeppelin’s skin. And 953,000 cubic feet 
of hydrogen reacted with a violent and 
deafening explosion. 

Warneford's tiny Parasol was flung 
from the burst as if shot from a cannon. 
In seconds, the invincible Zeppelin was 
reduced to a red hot steel shell plum- 
meting to earth. 

For his brave act, King George V 
awarded him the Victoria Cross. France 
gave him their highest decoration— the 
Cross of the Legion of Honor. The Bri- 


tish no longer feared the “invincible” 
Zeppelin. 

But the boy David would never be 21. 
Ten days after his heroic kill, he died in 
a plane crash near Paris. Old timers in 
England still talk about the morning of 
June 7, 1915 when R.A.J. Wameford 
got his Goliath. And they speak of it 

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Russia displayed for the first time a 50- 
ft. naval rocket with what appeared to 
be a duster of nozzles at the rear and 
a blunt nose that roughly resembled 
that of a Jupiter intermediate-range 
missile (see p. 28). 

Soviet Defense Minister Marshal 
Rodion Malinovsky, speaking at the 
same ceremony, said the U. S. had 
brought the world to "the brink of 
thennonuclear war" with its Cuban 
blockade and said his forces could direct 
a "smashing retaliatory blow” if the 
West started a war. But he insisted that 
Khrushchev's actions during the crisis 
were peaceful and devoted to coexist- 
ence with the West. 

Khrushchev also indicated there were 
no more ultimatums and deadlines in- 
volved in plans for Berlin. "I have read 
all about your schedules," he told re- 
porters. "When the time is ripe, the 
child is born. The time must be right.” 

Khrushchev confirmed that Russia 
had had trouble handling Cuba. He 
said the U. S, said it would not attack 
Cuba so Russia removed its missiles. 
"We assured the Cubans that we would 
not abandon them," he said. "The 
Cubans said they don’t believe, they 
don’t believe. And we told them in 
that case it would mean war. But we 
believed the President would keep his 
word. I want to believe him. If he 
went back on his word that would be 
an unreasonable step and would put us 
back where we were, back to a position 
of catastrophe." 

Despite reports from Cuban refugees 
that some of the missiles were being 
stored in caves. Asst. Secretary of State 
for Latin American Affairs Edward M. 
Martin said last week that “we have no 
evidence as to whether or not this is 
being done." State's information officer, 
Lincoln White, said “We have no in- 
formation about any missiles or bombers 
or what have you being stored in caves.” 

White said inspection on the ground 
in Cuba is being insisted upon "be- 
cause this was our understanding of 
the agreement to begin with." Martin 
said inspection of vessels outbound 
from Cuba "would tell us what was leav- 
ing Cuba. It would not tell us what 
was left behind." He said the U. S. 
probably will demand "some kind of 
international verification” that inbound 
ships are not carrying new weapons to 
Cuba. 

UN Ambassador Adlai Stevenson and 
other U. S. officials briefed NATO, 
SEATO and CENTO delegates on Nov. 
8. and informed sources said later that 
the presence of Il-28s and nuclear war- 
heads in Cuba had become a key factor 
in the crisis. UN sources said the criti- 
cal stage of the Cuban situation had 
not diminished, and another said his 
impression was that “the crisis still is 



AVIATION WEEK and SPACE TECHNOLOGY, 


2, 1962 




NASA-DOD Pact May Eliminate 
Large Solids From Role in Nova 


Washington— Defense Dept and Na- 
tional Aeronautics and Space Adminis- 
tration have finally agreed on a plan 
to develop large solid propellant mo- 
tors, but the development pace is so 
modest that it may remove solids as a 
serious competitor for the Nova booster 

Fiscal 1963 funding for the program 
will be between $25 million and $32 
million, with one-third to one-half of 
the money earmarked for advanced 
technology rather than motor develop- 
ment. Air Force is technical manager 
and the program has been placed under 
USAF Systems Command's large mo- 
tor 623-A program. The agreement has 
a provision that NASA and Defense 
Dept, will renegotiate management for 
Fiscal 1964. 

Solid rocket proponents in NASA 
and industry had hoped to get the pro- 
gram under way with a feasibility dem- 
onstration contract this year. Instead, 
NASA's funding problems (see p. 27), 
and the coolness of Defense Dept, 
toward the program (AW Oct. 1, p. 16) 
have combined to reduce the program 
to the lowest-priced and slowest-paced 
of four alternate plans under considera- 

Most ambitious of the four alterna- 
tives was a 24-month, S250 million 
feasibility demonstration program, 
which would have included a new 
plant, new test facilities and static tests 



of flight-weight hardware and flight 
components. The agreement, which is 
called Alternate 1, probably will call 
for construction of a small water-side 
test facility and static tests of two half- 
length 260-in. motors. 

Air Force, however, may press for 
testing a full-size 1 56-in. dia. motor be- 
cause one of its Edwards AFB test 
stands, being built for the Titan 3 1 20- 
in. dia. solid, can accommodate the 
larger motor. 

In any event, the development plan 
will call for advanced studies on pro- 
pellants, ignition systems, vehicle con- 
figuration and vehicle materials. Space 
Systems Division's facility at Edwards 
is also developing a movable nozzle for 
solid vehicles with a 10-in. throat dia. 
Minuteman movable nozzles are 7.75 
in. dia. Edwards is preparing specifica- 
tions for a re-usable 10-ft. long rocket 
casing on which the nozzle will be 

Original set of specifications, which 
was prepared five months ago, was for 
a full-length vehicle, and USAF anti- 
cipates that they can be revised by the 
end of this week. Approval then must 
be obtained from USAF Headquarters 
and Defense Dept., with concurrence 
from NASA. When this is completed, 
proposal requests could go to industry 
within 10 days. 

Two contracts probably will be 
awarded, one this fiscal vear and one 
in Fiscal 1965. 

One competitor said first firing of a 
1 56-in. dia. motor could take place as 
early as nest March, but facilities at 
Edwards will not be ready for test until 
next fall, and it is anticipated that the 
Titan 3 program will be given top 
scheduling priority. 

Soviets Seek Mars 
Pass Within 620 mi. 

Moscow— Russian Mars 1 interplane- 
tary probe may pass within 620 mi. of 
the planet Mars after a mid-course 
maneuver to be made on an unspecified 
date, according to the Soviet news 
agency Tass. 

Tass said that if the payload main- 
tains its present course without a cor- 
rection, the miss distance will be about 
1 56,000 mi. After seven days of flight, 
USSR said the spacecraft was func- 
tioning nonnally and was at a distance 
of approximately 1.6 million mi. from 
the earth. 

The news agency also said that on 
Nov. 2, the day after launch (AW Nov. 
5, p. 43). Soviet astronomical observa- 

AVIATION WEEK an 


IMCC Procurement 

Representatives from 50 aerospace 
companies were briefed on Nov. 2 by 
North American Space & Information 
Systems Division about an impending 
procurement for the mission simulator 
to be incorporated into the Manned 
Spacecraft Center Integrated Mission 
Control Center (AW Oct. 22, p. 26. 
Sept. 24, p. 41). 

Simulators, one of which will be lo- 
cated in Houston, the other at Cape 
Canaveral, will serve as a training device 
for Apollo and Gemini astronauts and 
will function as a checkout system for 
the entire IMCC and the Apollo life 
support system. 

Proposal requests will be issued in 
December. Industry replies probable 
will be scheduled for submission the fol- 
lowing month with work scheduled to 
start by Mar. 1. 

available for the simulator fabrication. 
Bidders probably will include General 
Precision, Philco, Bcndix, IBM, Ray- 
theon and Sperry Rand. 

IBM recently was picked to supply 
tile data processing complex for IMCC 
and proposal requests for the IMCC inte- 
gration responsibility from Manned 
Spacecraft Center are expected momen- 
tarily (see p. 23). 


torics photographed the probe against 
the star background and it appeared as 
a star of the fourteenth magnitude. 

In the U. S., meanwhile, observers say 
the Mars 1 mission could have been ac- 
complished with the same basic 700.- 
000-800,000 lb. thrust booster that 
USSR has used for its large payloads 
in the past. The probe is viewed as a 
spacecraft accomplishment rather than 
an advance in launch vehicle technology 
because it involves either the same re- 
start technique U.S. has used several 
times, or else a fourth stage on the same 
type vehicle which launched the 
manned Vostok satellites. 

The 1,965-lb. Mars 1 payload was 
launched from a parking orbit. This is 
the first time the Russians have said 
they used this technique for an escape 
trajectory injection. 

Flight to Mars is expected to last 
about seven months. The Martian 
photography experiment apparently is 
designed to store pictures taken during 
the encounter, and then to transmit 
them when the payload approaches 
earth on its heliocentric orbit. 

Probe experiments are powered by a 
system of solar panels and batteries. In 
addition to planetary photography, ex- 
periments are prolonged exploration of 
interplanetary space and long-range com- 
munications. 

Transmission frequencies are 922.76 
me. and 183.6 me. 


d SPACE TECHNOLOGY, November 12, 1962 



Balzac VTOL Ends Initial Free Flight Test Phase 

Dassault Balzac VTOL testbed has successfully completed its initial free flight test phase, which included 20 min. of flight time in hov- 
ering altitudes up to several hundred feet. Tethered flights were run off Oct. 12-15 (above). First free flight was made Nov. 6. Initial 
VTOL flights of the aircraft, powered by eight Rolls-Royce RB.108 lift-thrust engines, arc non terminated and the testbed version of 
the Mirage 3-V will begin conventional flight portion of its test program shortly. Initial free flight testing was designed primarily to 
check out Balzac's bleed-air roll, pitch and yaw stabilization systems during minimal speed ranges in VTOL regime (AW Aug. 10. p. 30). 


Boeing, Union Agree 
To Union Shop Poll 

Washington — Threatened strike 
against Boeing Co. was averted last 
week by an agreement between the 
company and the International Assn, 
of Machinists, CIO-AFL, to poll em- 
ployes on the union shop issue the first 
week of December. 

The poll, announced by President 
Kennedy, was reluctantly agreed to by 
the company, which noted that "the re- 
sult will not be binding on either the 
company or the union." It will be con- 
ducted bv the National Labor Rela- 
tions Board and will be advisory to the 
special board established by the Presi- 
dent to facilitate settlement of a labor 
contract. The union shop issue has 
been the main stumbling block. 

Workers in recent elections at North 
American Aviation, Inc., and the Con- 
vair Division of General Dynamics 
Corp. failed to give the union shop the 
required two-thirds support (AW Nov. 
5, p. 43). North American is organized 
by United Automobile Workers, CIO- 
AFL, and Convair bv IAM. 

Boeing Co. said that it intends “to 
state fully to its employes” its reasons 
for opposition to the union shop. 

In other labor developments, Ryan 
Aeronautical Co. employes failed to 
give a proposal for a union shop the 
necessary two-thirds majority in an elec- 
tion held Nov. 1. Only 60% of 1,377 
employes voting in a special election ap- 


proved the measure, despite the fact 
that over 83% of its employes in the 
bargaining unit are members of the 
UAW, according to Ryan. 

Meanwhile, IAM gave its 2,500-man 
Azusa local permission to sign a sepa- 
rate contract with Aerojet-General 
Corp. after a split developed between 
the Sacramento and Azusa IAM locals 
over approval of a new company con- 
tract offer. Sacramento local rejected 
the offer, Azusa approved it. 

News Digest 


Federal Aviation Agency last week 
sent letters to 13 Eastern Air Lines' 
pilots charging them with inattention 
to pilot duties. The action came as a 
result of photographs taken by a former 
Eastern flight engineer (AW Oct. 8, 
p. 42). Possible penalties mentioned in 
the letters are fines of $300 to $600. 
Crew members have 10 days in which 
to reply. FAA also told Eastern that in 
the future, both pilots and manage- 
ment will be held responsible for lax 
cockpit discipline. Earlier, Eastern had 
temporarily grounded three captains on 
similar charges growing out of the same 
photos. 

Justice Dept, has filed an anti-trust 
suit against General Dynamics Corp., 
asking that the company divest itself of 
the Liquid Carbonic Division. The gov- 
ernment says General Dynamics used 


its purchasing power to force other 
firms which sell to it to buy General 
Dynamics' carbon dioxide. 

Col. George M. Knauf, deputy direc- 
tor of space medicine in National Aero- 
nautics and Space Administration's 
Manned Space Flight Office, has retired 
from the Air Force and will retain the 
position as a civilian. He had been 
detailed to NASA since January. 

Col. Peter Ivanovich Dolgov, who 
helped develop the pilot ejection de- 
vice for Soviet Vostoks, was killed re- 
cently “while fulfilling his duties," 
Russia's military newspaper Red Star 
said. Dolgov was a leading tester of 
parachutes and election seats and the 
holder of eight Soviet and world para- 
chute jumping records. 

NASA has divided its center-head- 
quarters reporting structure into 
manned space flight and operations 
other than manned flight, with Brain- 
erd Holmes and Thomas F. Dixon, 
deputy associate administrators respon- 
sible for the two broad programs. 
Holmes will retain his job as director of 
manned flight. 

Rocketdyne Division of North Amer- 
ican Aviation, Inc., will provide the 
prepackaged liquid fuel propulsion Sys- 
tem for Army's Missile B. Aviation 
Week reported incorrectly that Aero- 
jet-General would be the propulsion 
contractor (AW Nov. 5, p. 25). 


AVIATION WEEK 


SPACE TECHNOLOGY, 


sr 12, 1962 


AIR TRANSPORT 


Long-Standing IATA Problems Resolved 


Basic efficiency of international airline group is de- 
monstrated by settlement of five major controversies. 

By L. L. Doty 

Washington— Recent International Air Transport Assn, traffic conferences 
resolved several long-standing controversies, providing fresh hope that the 
industry’s net loss in 1961 may be translated into a net gain next year. 

Agreement on at least five major problems that once seemed beyond settle- 
ment demonstrates that the IATA machinery can function efficiently if the 
right strategy is used. It is significant that the rule of unanimity, once con- 
sidered IATA’s chief weakness, proved to be a major strong point in arresting 
costly airline abuses and violations of tariff regulations. 


Here are the principal problems, 
other than those on general fares and 
rates, on which agreement was reached 
at the traffic conferences at Chandler, 
Ariz. (AW Nov. 5, p. -44). 

• Resolution 014A, which sets rates for 
excess mileage on a given route, has 
been a source of discord for about 10 
years. Some airlines have misapplied 
the resolution by offering excessive cir- 
cuitous routings and even extra side 
trips at only a slight increase over regu- 
lar round-trip rates. Passengers purchas- 
ing such tickets thus receive passage at 
a rate per mile substantially less than 
standards used for nonnal fare con- 
struction. Last year, this practice is 
estimated to have cost the industry 
over $140 million in revenues, equiva- 
lent to its net loss for that year. Agree- 
ment on a new fare table to cover off- 
line travel will sharply abate these 

• Charter regulations have been se- 
verely tightened in a move to retard 
the steady drain of regular traffic to the 
lower yield charter services. In addi- 
tion, spontaneous groups will no longer 
qualify for charter flights. Groups must 
now prove some affinity, such as club 
membership over a specified period of 
time or direct association with a com- 
pany, association or established social 
unit. The same requirement also ap- 
plies to group fares in international 
travel (AW Oct. 22, p. 36). 

• Tendency of some carriers to seek 
directives from their governments or- 
dering transportation of certain cate- 

ories of commercial traffic at rates 
clow IATA levels has been the target 
of much criticism in the industry. The 
practice is considered legal in the move- 
ment of government or military per- 
sonnel, but it has been interpreted as 
a violation of IATA regulations when 
expanded to embrace strictly commer- 
cial traffic. Under a new resolution 


adopted at the Chandler conferences, 
any carrier suspecting another airline 
of taking excessive advantage of this 
provision can declare an open rate situa- 
tion on the route or routes in question. 

• Practice by some freight consolidators 
of shifting their responsibilities for 
packaging, airway billing or sorting to 
the airlines has substantially increased 
handling costs. Because of the mar- 
ginal profit of the cargo business, these 
costs have proven dangerously high. 
In a number of world areas, freight 
consolidators have been operating with- 
out any controlling regulation, and 
often without a requirement for ac- 
counting of shipments. Under a new 
resolution, direct responsibilities will be 
assigned freight consolidators which 
must be undertaken before their ship- 
ments will be accepted. In addition, 
consolidators must be registered agents 
and must conform to established regu- 
lations. 

• In a move to bring non-IATA car- 
rier rates up to IATA standards, thus 
reducing the volume of competitive 
price-cutting, it was agreed at the 
Chandler conferences that no interline 
agreement between an IATA and non- 
IATA carrier can be effective unless the 
latter charges IATA rates. Chief diffi- 
culty in reaching agreement on this 
issue was that many IATA carriers own 
subsidiary airlines in many parts of the 
world which are not IATA carriers and 
do not conform to IATA rate regula- 
tions. Advantages to the parent com- 
pany are obvious, and this resolution 
was passed after a great many protests 
were overcome. 

In addition to the above problems, 
several other, relatively new ones were 
solved. 

Chief among these was the "malprac- 
tice” resolution, first disclosed by avia- 
tion Week (AW Oct. 22, p. 36), 


which is designed primarily to prevent 
price-cutting by IATA member carriers 
through the use of under-the-table dis- 

A second problem resolved was that 
pertaining to the payment of passenger 
expenses incurred as a result of un- 
scheduled stopovers, delays or flight 
cancellations. Although this practice is 
legal and will continue, the resolution 
covering it was tightened to prevent car- 
riers from advertising and promoting 
such expense coverage as part of a pack- 
age tour. 

For example, several carriers in recent 
years have been advertising the avail- 
ability of stopovers en route at attractive 
locales with all sightseeing costs covered 
by the airline. One carrier promotes a 
24-hr. stopover on its transpacific route 
at Tahiti with food, lodging, sightseeing 
and a free side flight to neighboring 
Bora Bora at no expense to the passen- 

Such practice has not been considered 
illegal in the past, since the original 
resolution was adopted at a time when 
aircraft were limited in range, night fly- 
ing on overseas routes was impractical 
and weather and mechanical delays were 
commonplace. By modernizing this res- 
olution, carriers now will be permitted 
to cover expenses only when the pas- 
senger is inconvenienced by a change in 
flight schedule that is beyond his or the 
airline’s control. 

Resolution 014A was the most diffi- 
cult of all problems to resolve, since 
many carriers depended on the original 
fare construction formula it contained 
to attract and sell passenger traffic. It 
was an issue that has been raised in 
every traffic conference during the past 
10 years without coming close to a set- 
tlement. 

A study of the resolution was under- 
taken in 1956, but no solution accept- 
able to all airlines was found. Several 
years later, another detailed survey was 
made, but the conclusions were again 
rejected by an adamant core of carriers. 

The battle was waged between a 
group of conservative carriers who 
wanted protection and considered appli- 
cation of the resolution an unfair trade 
practice, and a group whose very exist- 
ence depended upon its continued use. 
The latter felt that any revision in the 
resolution would be tantamount to eco- 
nomic suicide. 

How agreement was reached this year 
is a revealing demonstration of the basic 
soundness of the IATA machinery, if all 
its segments are brought into action, 


AVIATION 


id SPACE TECHNOLOGY, 


ember 12. 1962 


and how important the veto right is 
in making any agreement effective. 

It must be admitted that particular 
attention was focused on Resolution 
014A this year because of the dismal 
financial results reported in 1961. But 
despite the reasons that prompted action 
on the issue, solution of the problem 
came about primarily because top-level 
management of the industry put the 
entire IATA machinery in motion. 

First step was the circulation early 
last year of a questionnaire consisting of 
60 questions pertaining to the resolu- 
tion. Proposals received in response to 
the questionnaire were collated and 
used as the basis of the agenda of a spe- 
cial meeting of airline vice presidents 
in Paris in early April. This conference 
produced a refined analysis of the sub- 
ject, which was turned over to industry 
tariff technicians who were instructed 
to develop a new resolution formula. 

Unfortunately, this group’s efforts 
ended in stalemate, primarily because a 
number of delegates were stifled by com- 
pany policies which deprived them of 
the necessary flexibility for full bargain- 
ing and negotiating. 

This failure brought the Traffic Ad- 
visory Committee into the picture, and 
the issue was then presented to the 
IATA Executive Committee. Conse- 
quently, Resolution 014A became one 
of the leading subjects of the IATA 
Annual General Meeting in Dublin 
(AW Sept. 10, p. 36). 

Thus, all levels of management and 
industry staff became engaged in re- 
solving the issue. The net effect was to 
grant technicians more flexibility in for- 
mulating a revised fare table. 

To take full advantage of this rarely 
applied privilege, the Traffic Advisory 
Committee formed a subcommittee of 
eight officials to work in close coopera- 
tion with the technicians during the 
Chandler conference. Views were ex- 
changed readily between the two groups, 
and deadlocks were quickly broken be- 
cause of the freer range of operation 
granted the technicians and the accessi- 
bility of the policy-making subcom- 

This free exchange of information and 
advice gradually evolved into a working 
fonnula during the closing days of the 
conferences. The final document, when 
presented to the conference, was ap- 
proved unanimouslv in less than 10 min. 

Under the old fonnula contained in 
the resolution, carriers were required to 
add 2J% of the basic fare between two 
points when mileage exceeded 15% of 
the direct mileage on the route. This ad- 
ditional charge was graduated up to a 
maximum of 121%. 

Since there were no limitations on the 
mileage that could be granted a pas- 
senger once he had paid the additional 
121% on the basic round trip fare, 
many carriers lured traffic their way by 


tacking unlimited extensive circuitous 
routings and even sidetrips on the 
regular ticket at no further cost. Such 
practice has been termed "give-away 
mileage." 

Carriers opposed to the practice were 
forced to adopt it for competitive rea- 
sons, and for at least 10 years, it was a 
commonly accepted method of con- 
structing fares. During this period, pas- 
sengers could travel a wide range of 
routes, visit innumerable cities en route 
by merely paying 121% over the regu- 
lar cost of a round trip ticket. Seat mile 
revenue on such tickets fell far below 
the level considered a break-even point. 


By Herbert J. Coleman 

London— Minister of Aviation Julian 
Arnery last week left the door open to 
discussions of an eventual merger of the 
two state-owned airlines, British Over- 
seas Airways Corp. and British Europ- 
ean Airways, a move which has been 
strenuously opposed by top manage- 
ment of both BOAC and BEA. 

He told the House of Commons, dur- 
ing debate of a bill to extend borrowing 
powers of the airlines, that the question 
of merger was one of many airline prob- 
lems he wished to explore, but not until 
a report by John Corbett, certified pub- 
lic accountant, into BOAC finances 
(AW Nov. 5, p. 52), was presented to 
the Ministry next spring. 

The bill before the house will in- 
crease borrowing powers of BOAC from 
S505 million to $840 million, prim- 
arily to finance new aircraft (AW Oct. 
22, p. 40). 

In addition, the bill includes provi- 
sion for BEA to raise borrowing powers 
from $266 million to $350 million. 

Amcry, however, stressed that the 
bill is regarded by the British govern- 
ment as a short-term remedial measure 
intended to tide the corporations over 
their immediate difficulties. The bill 
will be applicable to April, 1964. 

Amcry, in a reference to BOAC’s 
losses (AW Oct. 15, p. 38), said he 
could not criticize the airline’s operating 
and safety standards and added that the 
leadership of Sir Matthew Slattery, 
chairman, had been in the tradition of 
“our service commanders-in-chief.” 

The minister continued: 

"But if the professional record of the 
corporation was proved, the commercial 
side of the picture was much more 
somber. The over-all deficit amounts to 
$180.8 million of which $140 million 
arises in the accounts for last year. 
Frankly, this is pretty steep and calls 
for a searching inquiry.” 


Under the revised fare construction, 
there will be no charge for additional 
mileage totaling up to 20% of the 
direct mileage between two points. But 
above that level, additional charges will 
be graduated from 5% of the basic 
tariff up to as high as 25% of the fare 
when additional mileage reaches 50% 
of the direct mileage. 

Beyond 50%, carriers will be required 
to construct fares on the basis of the 
sum of the fares of all sectors included 
in the itinerary. Thus, a ceiling is placed 
on the amount of additional mileage 
that can be granted without additional 
cost to the passenger. 


Arnery also said he could not con- 
demn BOAC's decision to buy the 
de Havilland Comet or Bristol Britan- 
nia, noting that the national interest is 
best served by close partnership with 
the British aviation industry. But he 
countered that he could not accept that 
the depreciation of value of the cor- 
poration’s air fleet had been only re- 
vealed this year: This was a situation 
that had built up over some years. 

Arnery explained that Slattery had 
suggested that the past losses should 
be written off to save interest charges, 
but the minister said he could not sec 
that BOAC should be specially ex- 
empted from servicing of its borrowed 
capital. 

"We all want to see BOAC make 
a reasonable return on capital,” he ex- 
plained. "This may call for major 
changes in policy or management, but 
it will be neither helped nor hindered 
by bookkeeping." 

The minister said BOAC’s prospects 
for 1962-63 are not bright, although 
the corporation expected to make a 
smaller loss than last year. Questions 
on BOAC currently facing the govern- 

• How far is BOAC management to be 
held responsible for losses on the op- 

• How much of the loss has arisen from 
factors outside their control? 

• Could management be expected to 
foresee the decline in traffic growth 
and could they have ensured against it 
if they had foreseen it? 

• Is BOAC operating too many routes 
and are the sales operations for these 
sufficient? 

• How does BOAC’s performance com- 
pare with its competitors? 

Arnery said BEA now expects that its 
loss for ‘the 1962-63 year will be $11. 2 
million. Until last year, BEA had made 
a profit for seven consecutive years 
(AW Sept. 3, p. 30). 


Amery Keeps BOAC-BEA Merger 
Possibility Alive Until Probe Ends 


and SPACE TECHNOLOGY, No 


r 12, 1962 


AVIATION WEEK 


Airline Interest Veers to Plane Mile Cost 


By James 


R. Aslilock 


New York— Scat mile costs appear to 
be losing some of their appeal among 
airline equipment planners as a yard- 
stick of aircraft earning capacity, and 
more attention is being directed toward 
plane mile costs. 

Attitude is especially apparent in dis- 
cussions about the short-haul jet trans- 
port, but also may affect airline views on 
any aircraft that manufacturers propose 
for the next major round of orders. 

Scat mile costs arc the traditional 
formula for determining an aircraft's 
earning power. Break-even load factors 
are estimated by dividing seat capacity 
into total operating costs. This ap- 
proach made present jets very attractive, 
from the seat mile cost standpoint, 
compared with the smaller piston 
transports. 


Short-Haul Factors 

Plane mile costs, however, concern 
only the actual operating cost of the 

And airline engineers insist that in a 
short-haul operation, where load factors 
will be low and erratic, plane mile costs 
must be held to an absolute mini- 


"You must remember that seat mile 
costs mean very little unless there are 
people sitting in the seats," said an 
official of one of the Big Four domestic 
trunk carriers. 

Airline officials generally agree now 
that more attention should have been 
given during design to lowering plane 


mile costs on current jets, since the 
great increase in capacity and steadily 
rising operating costs have eroded some 
of the jets’ low seat mile cost advantage. 

Feeling is widespread that in design- 
ing an aircraft for the short-range 
market, manufacturers should concen- 
trate on minimum operating costs and 
reliability of high-frequency utilization. 
High speed and capacity, the factors 
which dictate seat mile costs, are being 
de-emphasized. 

"The man selling short-haul jets is 
finding us more cold-blooded than 
we’ve been in the past,” said one airline 
official. 

Airline engineers say the short-haul 
jet must not undergo the phenomenon 
whereby aircraft “grow on the drawing 
boards.” 

This situation developed with cur- 
rent jets when range and weight in- 
creases were offset by an expansion of 
capacity, thus maintaining the originally 
established seat mile costs. 

While certain carriers today are un- 
happy that this happened, they don’t 
blame the manufacturers altogether. 
Most airline officials remember that 
they gladly accepted the seat additions, 
confident that cost of the extra capacity 
would be justified in peak travel periods. 

Buyers’ specifications for range, 
strength and components, plus the Fed- 
eral Aviation Agency’s requirements for 
safety features, often push an aircraft’s 
weight above the original design limit. 
An example is the Boeing 727, which at 
152,000 lb. gross is substantially heavier 
than first proposed. 


Airline engineers are insisting now, 
however, that aircraft be tailored for 
specific service, a request posing greater 
challenges to designers and manufac- 

Growing demand for lower plane 
mile costs is evident in a speech made 
before an engineering group recently 
by Russel K. Rourke, a vice president 
of Trans World Airlines. 

Rourke said that in view of condi- 
tions today, the airlines perhaps would 
have been wiser to demand that the 
original jet transports provide only a 
moderate increase in capacity over 
DC-7s and Lockheed Super-Constella- 
tions. "Their size could have then been 
increased on a more equal scale with 
market expansion,’’ he said. 

Cost Reduction 

"To achieve reasonable unit cost 
under these circumstances, the designer 
certainly would have had a greater chal- 
lenge in finding ways to reduce costs— 
not only those of manufacturing and 
designing but in-flight operating costs 
as well,” Rourke says. 

"Perhaps we might have found that 
greater emphasis should have been 
given to reliability, long life and mini- 
mum overhaul costs. Perhaps we might 
have found also that minimum cost 
speed should have been lower. 

“Also, the manufacturer might have 
found that his greatest opportunity to 
achieve economy would be through 
simplicity rather than an excess amount 
of complexity. We engineers have a 
fault in that in our desire to advance 


Intra-European Traffic— Air Research Bureau Member Carriers* 


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AVIATION WEEK ond SPACE TECHNOLOGY, 



technical things we climb mounts just 
because they are there,” Rourke con- 

"Although you [the manufacturers] 
may not like to admit this, it is prob- 
able that market conditions and the 
competitive service existing had very 
little to do with defining the precise 
payload volume built into our aircraft,” 
he says. 

On the other hand. W. C. Mentzer, 
senior vice president of engineering and 
maintenance for United Air Lines, says 
the number of jets placed in sendee has 
generated the revenue problem. The 
aircraft's original size and operating 
costs were good and justified their pur- 

“I think that if we were considering 
a long or medium haul transport today, 
we’d still evaluate it according to scat 
mile costs," Mentzer said. "But this 
doesn’t apply so much with the short- 
haul aircraft.” 

Mentzer said that when United 
bought its twin-engine Convair 340s for 
shorter route sendee, plane mile cost 
was the main consideration. TWA 
first sought to obtain a specific-sendee 
jet in the Convair 880, seeking speed 
and high-frequency' utilization that 
give it a competitive edge in medium- 
range markets. 

Even though the 880 grew to a larger 
size than TWA originally desired, its 
improving reliability and high-frequency 
operation today places its plane mile 
cost below that of TWA’s Boeings, 


even though the Boeings’ seat mile cost 
is still lower. 

Concern over costs is also stimulated 
by the realization that any jets the air- 
lines now have or may buy must be 
used for a long period. Mentzer sees 
nothing on the horizon now for passen- 
ger transports except the short-haul and 
supersonic potential. 

"Even if a supersonic transport does 
enter sendee in the 1970s, its only im- 
pact will be in the long-haul market.” 

Confidence that present jets will be 
in use for a long time is indicated in 
United’s recent extension of deprecia- 
tion on its DC-8s and Boeings to 14 
years, residual value at that time to be 
SI 00.000. 

Other carrier spokesmen share Uni- 
ted’s opinion about lengthy reliance 
on present jets well beyond supersonic 
transport availability. And since need 
for a short-haul jet is more immediate, 
some manufacturers arc concentrating 
on it to a greater degree. However, the 
only proposal to stir favorable comment 
has been the BAC 111. and several car- 
riers say even it doesn’t fill their need. 

"There is a general change of think- 
ing under way,” said Frank W. Kolk, 
assistant vice president of engineering 
research and development for Ameri- 
can Airlines. 

Kolk’s ideas about a short-haul air- 
craft indicate that economy— not speed 
or complex designs for outstanding per- 
formar.ee— is the dominant requirement. 

“For instance. I’d like to see the air- 


plane have an engine that you can in- 
stall and not have to take off again dur- 
ing the overhaul life of the airframe," 
Kolk says. “I am convinced that such 
an engine can be built.” 

Availability of suitable powerplants 
is perhaps the greatest item handicap- 
ping development of a suitable short- 
haul jet. The Pratt & Whitney JT8 
with 14,000 lb. of thrust and 2,994 lb. 
dry weight is considered too large, while 
the JTF-10, with 10,000 lb. thrust, is 
felt to be too small. 

"What we need is a new engine— one 
that provides high economy rather than 
high speed." says Charles Froesch, vice 
president of engineering for Eastern. 
“We could probablv use one that even 
had a 2 or 3-to-l fen size ratio.” 

Rourke feels that the JTF-10 is per- 
haps acceptable for a short-haul jet, so 
far as its 10,000-lb. thrust capability is 
concerned. Although this would re- 
quire holding capacity to about 50 
seats, Rourke believes such payload is 
more realistic for short-haul than the 
often expressed 60-80 seats. 

However, engineers emphasize that 
present small engines are miniaturiza- 
tions of larger powerplants, and they 
question whether they would provide 
the desired improvement in economy 
and overhaul life for short-haul 
operations. 

Much thinking about economy arose 
out of airline participation in the design 
of the Boeing 727. Some engineers feel 
the transport has been allowed to grow 


WEEK and SPACE TECHNOLOGY, Novembe 


AVIATION 


sr 12, 1962 



maintenance. 


iEST AIRLINE 


The jet inspection that never ends 


Jet inspection Is a continuous process at 
Air France. It starts before a jet takes 
off. Continues in the air. Begins again 
after it lands. Gets progressively more 
extensive during regular checkups after 
every 50, 200 and 2000 hours of flight. 
By the time an Air France Jet has flown 
5.000 hours, an incredible 200,000 man- 
hours will have been spent on its care. 


During this time, every part has been 
rigorously tested by expert technicians, 
using the most delicate equipment. 
Accurate records, showing the complete 
life history of every part, are constantly 

automatically, long before the need for 
such maintenance is ever apparent. 
Continuous inspections and scientific 


maintenance are always there behind 
the scenes. Smoothing the way every 
moment for your greater enjoyment 

France aloft— Air France! 

If you'd like to find out more about Air 
France maintenance, and the painstak- 
ing way each crew is trained, a compre- 
hensive booklet is yours for the asking. 



too large for the market it will serve, 
and that some of the old high-cost 
errors of complexity and excessive 
operating costs may have been repeated. 

“Frankly, I would have liked a larger, 
less complex wing than has been in- 
corporated on the 727,” says Froesch, 
expressing concern over added mainte- 
nance costs on the aircraft’s extensive 
flap arrangement. 

Cruising Speed 

Tire difference in cruising speed at 
optimum altitude may be in the order 
of 25 mph. higher for the smaller wing, 
but the block speed difference will be 
but 6-8 mph. on a route system averag- 
ing 100-120 mi. between stops,” ac- 
cording to Froesch. 

"In the sophisticated wing case, its 
original cost would be, roughly. 100% 
greater, including cost of certification," 
Froesch says. “If we assume that the 
cost of the wing assembly is 20% of the 
aircraft, which for the sake of analysis 
is S2 million we have a wing cost of 
$400,000 for the sophisticated wing 
against $300,000 for the simpler 
design." 

American 727 Use 

Kolk, on the other hand, says that 
the 727 is not a short-haul aircraft and 
was never intended as such 

“The 727 will be a good airplane, 
one designed for medium-range service, 
and American will use it as such on 
300-800 mi. segments,” according to 
Kolk. 

Kolk is one of the major exponents of 
the 727's variable wing, favoring the 
smoother ride a small wing provides at 
low altitude and the faster climb and 
low-speed stability afforded by the flap 

While airline specifications accounted 
for the 727’s weight growth, its gross 
might have been even higher had the 
self-contained ground deicing equip- 


First Boeing 727 Enters Final Assembly 

First Boeing 727 thrce-cnginc airliner lias moved onto the final assembly line at Boeing’s 
Renton, Wash, factory and center engine has been installed. Horizontal stabilizer has been 
added to top of the fin and podded engines arc due to be mated to side of fuselage soon. 
Roll-out is scheduled for late November and first flight is planned for early 1963. 


ment advocated by Eastern and the 
boundary' layer control desired by 
American Airlines been built into it. 

However, airline engineers seem 
allied for the present in a stand that the 
short-haul transport must be designed 
specifically for its market, and that it 
cannot be allowed to grow out of 
proportion. 

Seat Mile Cost 

"Many of us will recall that the early 
Boeing airplanes were offered with 
shorter fuselages than those the air- 
lines arc now operating,” Rourke says. 
“We added 120 in. to the fuselage to 
further reduce seat mile cost. 

“At the moment, however, we are in 
a period where saving the added operat- 
ing expense caused by the extra fuselage 
length might have more value on a 
short-term basis than the extra seats 
made possible bv the extension.” 

United's quest for specifically tailored 


aircraft is responsible for it having 
DC-8s, Boeings and Caravellcs in its 
fleet today, and for its 727 orders. 

“But we’ve gone by the initial blush 
of jet acquisition," said one United 
spokesman. “I don't think we’ll be 
buying airplanes now that just sort 
of fit our needs." 

Rourke likens the airlines' early jet 
purchases to buying "a size 42 suit to fit 
a size 40 body." This resulted from 
optimism of rapid passenger volume 
growth and good return due to the low 
seat mile costs. 

“Obviously, if any of us were able to 
redesign our fleet structure, each air- 
line, I am sure, would postulate a fleet 
quite different from that which it pro- 
cured during early jet contract signing," 
Rourke says. 

"I am sure TWA's fleet would con- 
sist of something like 320Bs, 120Bs, 
727s and a smaller airplane, such as 
the Douglas 2086 or BAC 111.” 


LOT Viscount Service 

Geneva-LOT Polish Airlines plans to 
introduce Vickers Viscount service from 
Warsaw to Cairo via Vienna and Athens 

n< D Apt di tl f 1 1 

sion of current negotiations, the new 

India if landing rights at interim points 
including Iraqi and the Lebanon arc 
granted. 

Delivery of the first of three Vickers 
Viscount scries 800 turboprop transports 
ordered from British Aircraft Corp. in 
June will begin soon, and LOT says it 
also plans to operate the aircraft on new 
services to London and Paris beginning 
next spring. 

Frequency over the new routes has 
not yet been determined. 


AVIATION WEEK and SPACE TECHNOLOGY, 


12, 1962 





Have turbines, will travel 


Meet a mobile turbine trio: Sikorsky’s S-62, S-61 and S-64. 

These versatile vehicles can go anywhere, anytime, to get things 
moving. They hurdle tough terrain at more than 100 mph. They can 
transport troops . . . sweep mines . . . supply missile sites and combat 
zones ... fly rescues . . . and act as airborne artillery. In commercial roles, 
they string cable, lay pipe, erect steel, and haul cargo. 

Turbine power makes them faster and more powerful than their piston 
predecessors. And it makes them more reliable and economical. 

Look to Sikorsky . . . whenever your projects need a lift. 


Sikorsky 

Aircraft 


U 

fl 



Seaboard Sales Approach Exploits CL-44 


Washington— Seaboard World Air- 
lines is relying on a broad scale expan- 
sion of volume shipping to fill the holds 
of its seven Canadair CL-44 aircraft 
now facing increased competition across 
the Atlantic. 

Seaboard is firmly committed to a 
long-range sales program designed to 
attract high volume cargo, and cur- 
rently claims a 40% share of the Atlan- 
tic ail-cargo market. However, the air- 
line anticipates that its turboprop fleet 
faces more intensive competition from 
a new generation of turbojet airfreight- 
ers. such as Boeing 707-320C aircraft 
ordered by Pan American World Air- 

Rapid expansion of its "blocked 
space" plan, under which Seaboard 
World has been providing an advance 
lease of CL-44 cargo space to the Ger- 
man airline Lufthansa on westbound 
Atlantic flights, is certain to be a 
major part of the company's commer- 
cial sales campaign in Europe. Four 
other European carriers are currently 
negotiating with Seaboard for a similar 
lease agreement, and it is expected that 
a firm contract will be signed by at least 
one within a few days. 

Seaboard is currently enjoying its first 
profits in four years under President 
Richard M. Jackson, and the CL-44 re- 
equipment program, which brought 
with it an immediate need for new sales 
concepts to feature the aircraft’s capac- 
ity potential. 

“Our problem was how to take ad- 
vantage of its large-scale potentials for 
profit, and not fall victims to its large- 
scale potential for loss,” Jackson said. 

Profit impact exerted by the CL-44 
swingtail and its specifically designed 
sales support is indicated by recent fig- 
ures, which show that this August, the 


airline’s fleet carried a record 3,798,000 
pounds of cargo, plus 10,492 passengers 
across the Atlantic. In August of 1961, 
Seaboard was operating nine Constella- 
tions— which have since been retired— 
and only one CL-44. and carried 2,206,- 
927 lb. of cargo and 12,975 passengers 
over the same route. 

Profits this August totaled $382,000, 
compared with an August, 1961, loss of 
$336,000. The tonnage and profit gains 
are considered particularly significant 
because revenue miles flown during 
August, 1962, were down 169,042 



mi. and revenue hours were down 1,033 
hr. over totals recorded during 1961. 

Heavy lift potential of the CL-44 
made it apparent from the start that 
traditional sales promotion would have 
to be discarded, Jackson said. A new 
concept of attracting volume shippers 
was instituted under John H. Mahoney, 
senior vice president-sales and board 
member. 

With a force of nine salesmen in the 
U. S., three in France, eight in Ger- 
many, seven in the United Kingdom 
and one in Ireland, the airline began 
to implement a new sales and market- 
ing program along these general guidc- 

• Total distribution concept, aimed at 
top management, to sell the CL-44 as 
an integral part of the manufacturing 
and distribution process. 

• Industrial type sales concentrated on 
a market of selected customers, rather 
than the usual broad scale consumer 
type selling. 

• Careful coordination of traffic man- 
agement and sales to attain the best 
possible round-trip load factors. 

• Low incentive rates to attract large 
volume shipments. Because of the lower 
cost of handling volume shipments, 
Mahoney has encouraged his sales staff 
to concentrate on this market, and has 
also encouraged freight forwarders and 
cargo agents to build more volume by 
consolidating shipments. 

Among the unusual, high-volume 
cargo shipments handled by Seaboard 
recently arc an uncrated 136-piece, 97,- 
000-lb. IBM computer and a 14.000-lb. 
ice cream plant, loaded as one piece. 

Military traffic remains the airline’s 
revenue backbone, but Seaboard ex- 
pects to increase its percentage of com- 
mercial airfreight revenues to a point 


AVIATION WEEK 


TECHNOLOGY, 


er 12, 1962 


1963 SAAB . . . built so well that it has a 24,000-mile/24-month written warranty* 



Take a critical look at SAAB safety 


Aircraft reliability and performance stand- 
ards are blended with an entirely new 
approach to over-all automotive design in the 
Swedish SAAB 96. This car was built to be 
better and safer, not different . . . built by 
one of Europe’s leading aircraft manufac- 


turers . . . built for those who enjoy mechanical 
excellence, technical uniqueness, and extra- 
ordinary craftsmanship. 

A critical look at all the facts and specifica- 
tions will prove that SAAB is unquestion- 
ably one of the world’s best engineered cars. 



cornering easier, dangero 
tually impossible. Front wheel d 
pulls SAAB safely— on a: 
any speed, through ice, sno' 




SHELL is engineered to 
encase driver and passengers in a prac- 
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wheels. SAAB is unitized for excep- 
tional rigidity. 18- to 20-gauge steel 
(heavier than most American cars) 
is used throughout. Additional steel 
members, % inch thick, brace trunk 
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strength— where you need it 
Result: SAAB is as safe or safer 
lost large cars. 



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where it will primarily carry commer- 
cial traffic. 

However, Jackson believes that mili- 
tary traffic can serve as a "catalyst” to 
develop the international commercial 
airfreight market, and has convinced 
the military that it can get more fre- 
quent service by contracting for par- 
tial plane load carriage on Seaboard's 
regularly scheduled services, rather than 
contracting for planeload charter air- 
freight flights. 

USAF Contractor 

The company today is the largest Air 
Force contractor for carriage of “Cate- 
gory A” cargo, the less-than-planeload 
military cargo on commercial flights. 

Passenger and cargo rate reductions 
are still a problem which Seaboard feels 
must be solved before the maximum 
profit potential of the CL-44 can be 
realized. The airline failed to gain Civil 
Aeronautics Board approval more than 
a year ago of a plan under which pas- 
sengers would be boarded, at low fares, 
on a standby basis on regular cargo 
flights. 

While it is now using faster and 
larger aircraft. Seaboard's participation 
in U.S. airmail carriage has not been 
increased bv the Post Office Depart- 
ment, and the International Air Trans- 
port Assn, has refused to approve any 
lowering of Atlantic cargo rates based 
upon the economies of the CL-44. 

On the basis of a full year's opera- 
tion, Seaboard credits much of its re- 
cent success to the CL-44s, which now 
deliver a direct operating cost of about 
five cents per available ton mile for 
the 32-ton payload aircraft. 

Initial operations with the four en- 
gine turboprop encountered break-in 
problems, which caused cancellation of 
20 scheduled trips during the first four 
months of operation. In the following 
10 months, through September, 1962, 
only one trip was canceled. 

Early Difficulties 

Early operational difficulties with the 
Rolls-Royce Tyne engines included a 
cracking of flame tubes and failure of 
compressor bearings. Improved flame 
tubes were installed and mounting of 
the bearings was modified by the manu- 
facturer. 

Rolls provided spare engines to Sea- 
board at no cost and later provided ad- 
ditional engines at its own expense to 
meet the customer's need for spares. 

Overhaul time on Seaboard's Tyne 
engines has increased from 400 hr. to 
1,400 hr. 

A modified block overhaul system is 
used on the CL-44 airframe, and the 
entire airframe and components are 
overhauled every 13,500 hr., in incre- 
ments of five 2,700-hr. periods, which 
in turn are composed of 12 periods of 
225 hr. each. 


The aircraft also receives mainte- 
nance after each trip from New York 
to Europe and return, a round-trip of 
approximately 25 hr. flight time. 

During the initial operation of the 
CL-44, Canadair selected the 10 most 
pressing mechanical problems, found 
solutions for them and continued to 
eliminate succeeding difficulties as they 

More than 100 modifications were 
made to the CL-44s by Canadair dur- 
ing the first year’s operation. 

In addition, under certain conditions, 
the gross weight can be increased from 
205,000 lb. to 210.000 lb., which en- 
abled the aircraft to carry larger loads 
non-stop across the Atlantic. 

The airline and Canadair have de- 
veloped a pallet loading system which 
is entirely mechanized. Use of the sys- 
tem has resulted in a major decrease in 
damage to the aircraft floor and side- 
walls, and has reduced transit stops at 
such points as London. Paris and Zu- 
rich from 2 hr. to 1 hr. As an example, 
one CL-44 has landed, loaded 30,000 
lb. of cargo and taken off within 34 
min., Jackson pointed out. 

The swingtail design of the CL-44 
has caused very few problems and has 
given Seaboard an added advantage 
when converting the aircraft from all- 
cargo to passenger use. Because of easy 
access through the swingtail. complete 
turnarounds on Military Air Transport 
Service passenger contracts are being 
accomplished in only 3 hr., as against 
a previous 10 hr. minimum. The turn- 
around includes the offloading of cargo 
and installation of a passenger config- 
uration interior. 

Soviets Predict Rise 
In Aircraft Exports 

Moscow— Russia's Ministry of For- 
eign Trade has predicted a “significant 
increase" in aircraft, spare parts and 
equipment exports in 1962 as compared 
with the 1961 total, which was never 
announced. 

The Ministry said that its “Aviaex- 
port" monopoly is now preparing to 
make large sales of new-type aircraft 
and helicopters, other than Tu-104s, 
11-1 8s. An-2s and Mi4s. 

An article in the Ministry’s official 
organ “Foreign Trade” repeats the 
Soviet claim that four-turboprop 11-1 Ss 
have a lower ton-mile operating cost- 
18 ccnts-than the U.S. Electra and 
British Vanguard and Viscount. The 
magazine made no effort to refute for- 
eign press criticism of poor operating 
economy for both the Ilyushin 11-18 
and Antonov An-12. 

The Russian weekly "Novoye 
Vremya” previously denounced West- 
ern criticism of the 11-18 as “sour 
grapes" and “slander.” 



GRAND OPENING! 

Our new high-speed 
cargo terminal at Idlewild! 


The new Air France cargo terminal at 
Idlewild is now very much in business. 
All 24,000 square feet of it. And over 
two-thirds of that space— 17, OOOsquare 
feet— is used for rapid, efficient cargo 
handling: new mechanized on-load and 
off-load equipment. ..positive control of 
all cargo transfers.. .8 big trucking 
iiocks . . . more apron space, for direct 
loading of 3 planes at once. The other 
7,000 square feet? Office space. Which 
includes round-the-clock, round-the- 
world communications equipment... 3 
on-the-spot customs inspectors. ..walk- 
in refrigerator room . . . guarded strong 
room... new electronic scale with weight 
printer for permanent record... 6 cargo 
agents on peak-period duty for swift 
document processing. All this to speed 
your shipment on board a 707 Jet (3 
a day from New York) or all-cargo Super 
H Constellation (3 a week from New 
York). Then it's off to Paris and our 
new Orly terminal— a twin to the Idle- 
wild facilities! Understand now why 
shippers send cargo via Air France to 
more cities around the world than by 
any other airline? Call your Freight For- 
warder or Cargo Agent. Or call Air France 
Cargo Services. 


AIR FRANCE 
_ CAR GO 


AVIATION WEEK ond SPACE TECHNOLOGY, 


12, 1962 



Meet the team that saves you time 

You fly to save time. Getting you there on time is a team operation at 
TWA. Skilled, seasoned flight and ground crews make on-timemanship 
a habit — to 70 U.S. cities and 15 overseas centers. Only TWA flies the 
StarStream*. newest of the transcontinental jets. Four mighty DynaFan* 
engines give the StarStream quicker take-off, swifter climb rate than any 
other coast-to-coast jet. The StarStream cruises at more than ten miles 
a minute, and has the tremendous power reserve so vital to maintaining 
precise flight schedules. On the ground, TWA saves you time with 
innovations like split-second electronic flight information, speeded-up 
check-in facilities, unique "carousel” baggage delivery. Compare what 
all airlines offer. Compare . . .and you’ll fly TWA. 



British to Flight Test Noise Requirements 


By Herbert J. Coleman 

London— British Air Registration 
Board will flight test takeoff and landing 
procedures dictated by noise abatement 
rules at London (Heathrow) Airport as 
a direct result of airline pilots safety 
complaints (see box). 

As the latest move in the long-stand- 
ing controversy (AW Sept. 5, p. 32), 
the board said it will charter a Boeing 
707 from British Overseas Airways 
Corp. for the investigation. 

Tests will be conducted by the 
board’s chief pilot, A. D. Davies, and 
are expected to last several weeks. Con- 
siderable emphasis will be placed on 
various climbout regulations dictated by 
noise abatement rules. 

Board decision followed a symposium 
on noise abatement sponsored by Brit- 
ish Air Line Pilots Assn, at London Air- 
port. This was an outgrowth of com- 
plaints by the Guild of Air Pilots and 
Navigators that procedures at London 
Airport were only marginally safe. 

One point pushed by pilots is that 
noise abatement should be attacked at 
the source, with suppression coming 
from advances in design and engineer- 
ing. In this area, British government is 
spending about SI million a year at 
the National Gas Turbine Establish- 
ment in various studies. These include 
investigation of blade and compressor 
noise, and noise factors of air intake. 

In addition, BALPA has decided to 
sponsor a prize fund for designs leading 
to a suitably silent engine without 
reducing the power output. Initial 
BALPA contribution is 51,400 and in- 
dustry will be solicited for further aid. 

Bluntest comment on noise at Lon- 
don Airport was made by G. V. Hole, 
under-secretary of aerodromes planning: 

“The noise problem will not be any 
less serious in the foreseeable future. 1 1 
is most unlikely that any striking im- 
provement will be made, so all our ef- 
forts are bent at reducing noise at the 
source while holding existing noise at 
the present levels." 

Hole said night jet flights from 
Heathrow will continue because ban- 
ning jets at night would be unaccept- 
able and uneconomic. Ministry, how- 
ever, cut back jet flights during summer 
months to 3,000 landings and takeoffs 
(AW Apr. 16, p. 50). 

Referring to present noise rules. Hole 
said the ministry has attained 95% 
compliance by airlines using London 
Airport. Training flying has been re- 
stricted to weekends and much has been 
moved to other airports. 

Hole warned that noise abatement 
rules may considerably affect design of 
the proposed supersonic transport, but 


contended that the problem will still 
be to restrict noise within the airport 
boundaries: supersonic booms were an- 
other problem altogether. 

Speaking for BOAC, John Nivison, 
operational engineering and research 
manager, said noise suppression, con- 
sidering ground installations, in-flight 
silencers and increased fuel consump- 
tion. costs the state-owned airline about 
SI. 4 million a year. He continued: 

"At London Airport, the daytime 
noise levels are such that we can just 
perform our long-range operations suc- 
cessfully, and then only by using all the 
anti-noise techniques to which 1 have 
referred. Any reductions in the noise 
levels would mean that we would have 
to cut out nonstop North Atlantic serv- 
ices unless the wind happened to be in a 
favorable direction, or someone pro- 
duced some more efficient and eco- 

He said that of all the airports from 
which BOAC operates, the lowest noise 
levels demanded by authorities arc those 
at London Airport. De Havilland 
Comets and Boeing 707s are fitted with 
engine sound suppressors and Nivison 
pointed out that on the 707s, the weight 
of the silencers and increased fuel load 
for a Los Angeles-London flight amount 
to about 4,000 lb., or roughly 10% of 
the maximum payload capacity. 

Nivison said typical attitude for a 
BOAC 707 reaching the edge of a Lon- 
don Airport community, after takeoff, is 
about 1,500 ft. At this point, he added, 


engines are partially throttled back to 
reduce noise level, and it has been the 
practice of some airlines until recently 
to throttle back until the aircraft ceased 
to climb, because the noise monitoring 
post was situated below the flight path. 

Aircraft floated by, Nivison explained, 
making the least possible noise at the 
monitoring post but at the expense of 
the community further on, for sooner 
or later the engines had to be opened 
up so that the aircraft could climb away. 

Sudden increase in the noise was not 
recorded at the monitoring post but it 
was soon made evident from the vigor- 

Present general practice when flying 
over populated areas after takeoff is to 
limit the extent of thrust reduction in 
order to retain a satisfactory climb per- 
formance. This ensures that noise reach- 
ing the ground steadily diminishes and 
the airplane reaches sufficient altitude 
to resume normal climb power without 
creating a ground noise nuisance. 

Former BOAC Chairman Sir Miles 
Thomas questioned whether steep climb 
angles at takeoff arc in the best in- 
terests of all concerned. 

“I know the degree of climb is not 
mandatonlv imposed on the pilot, but I 
equally know that there is strong ethical 
pressure on jet pilots these days to keep 
their companies out of trouble that 
might emanate from noise-measuring 
devices at the end of runways, and even 
in inhabited areas some distance from 
the actual runway.” 





AVIATION 


ad SPACE TECHNOLOGY, 


SHORTLINES 


AIRLINE OBSERVER 

► Federal Aviation Agency has established a Coastal Air Defense Identifica- 
tion Zone (ADIZ) within 1 >0 naut. mi. of San Juan, Puerto Rico. The new 
zone is bounded by a circle having a radius of 150 naut. mi. centered on the 
San Juan radio beacon. The Dominican Republic and its territorial waters 
are excluded, as are the islands of Puerto Rico, Vieques, St. Croix, St. 
Thomas, Tortola. Virgin Gorda and Anegada. This is the eighth ADIZ 
operating outside the continental U. S. 

► Lockheed-Gcorgia Co. is considering a military proposal that a version of 
the C-141 jet freighter be designed with a cargo bay 15 ft. high. Present 
height is 9 ft. 1 in., but military groups feel extra space might be needed for 
such items as missiles on transporters. The proposal would not affect bay 
height of the L-300, commercial version of the C-141, which remains at 9 
ft. 1 in. (AW Oct. 29, p. 45). 

► Watch for British parliamentary discussion on a Scottish proposal to make 
Prestwick a duty-free airport similar to the operation at Shannon Airport. 
Proposal includes an ambitious plan to use airport perimeters for industrial 
development. 

► Russian efforts to remove some of the more ridiculous manifestations of 
secrecy and censorship surrounding airline operations of the Soviet Union 
and its satellites have not proved entirely successful. Foreigners requesting 
Aeroflot timetables in Moscow, Leningrad and other main Russian airline 
hubs are still told that copies are unavailable. Yet Aeroflot offices in Vienna 
and other Western European cities readily provide such timetables. A new 
Russian book on the world's commercial airlines— published under Soviet 
government auspices— was forced to rely on Western sources, especially U. S. 
and British, for traffic data on state-controlled airlines in USSR’s own 
European satellites. 

► Bonanza Airlines is the latest U. S. carrier to order the BAC-1 1 1 twin-jet 
transport, confirming an Aviation Week report (Sept. 24. p. 52). The 
order, worth about S2S million, brings total of firm orders for the aircraft 
to 56, including 13 on option. 

►British European Airways has started de Ilavilland Comet 4B service 
between London and Paris as a competitive move against Air France’s Sud 
Caravelles on the high density route. BOAC spokesman said use of two 
Comets was a sales move based on the glamor of the jets. BEA is now 
operating seven daily flights, using the two 87-passenger Comets and a mix- 
ture of Vickers Vanguards and Viscount turboprop transports. No surcharge 
is made for the Comet flight. 

► Civil Aeronautics Board plans to reshuffle U. S. flag routes into Latin 
America (AW Nov. 5, p. 45) may be delayed indefinitely by the possible 
merger of five Latin American-owned airlines into a supra-national airline. 
Argentina, Brazil, Colombia, Mexico and Venezuela disclosed the plan at 
a recent meeting of the Latin American Free Trade Assn. Final disposition 
uf both the U. S. Latin America Route Case and the merger proposal will 
revolve around the problems of meeting U. S. anti-trust laws and interpreting 
Fifth Freedom traffic rights. 

► Congress may take a close look at the Doppler navigation aid feud between 
the Transport Workers Union and Trans World Airlines. House Govern- 
ment Operations subcommittee, under Rep. Jack Brooks (D.-Tex.), has been 
gathering data which it may use as grist for a hearing in the near future. 

► Transport Workers Union has organized the meteorologists and weather 
observers of Trans World Airlines. Because of their widespread geographical 
assignment with the airline, the 33 new members will probablv be chartered 
as a new TWU local. 


► Austrian Airlines and Scandinavian 
Airlines System have started a pool op- 
eration between Vienna and the Near 
East using an SAS Sud Caravelle turbo- 
jet transport. Three weekly flights will 
be operated between Vienna and Ath- 
ens and twice-weekly flights between 
Istanbul and Beirut. 

► Civil Aeronautics Board has asked 
the presidents of 11 domestic trunk- 
lines whether they would favor increas- 
ing the free 40-lb. baggage allowance on 
domestic flights. CAB said that a 1959 
investigation of baggage allowances 
found the limit fair but suggested that 
increased capacity of jets might make 
an increase “operationally and econom- 
ically feasible.” 

► Central Airlines has introduced a 
"ticket by mail” policy to help passen- 
gers avoid waiting in line at airport 
ticket counters. 

► Delta Air Lines has reported a net 
income of S5.5 million for the quarter 
which ended Sept. 30. Earnings for the 
same period last year were S353.711. 

► Eastern Air Lines will expand its tele- 
phone flight information service to 50 
cities on its system by Dec. 1. The serv- 
ice provides recorded information cover- 
ing all of Eastern's flights to callers who 
dial a widely-advertised telephone num- 

► Federal Aviation Agency Administra- 
tor N. E. Halaby told a National Safety 
Council meeting in Chicago that hy- 
draulic difficulties in jet transports have 
been reduced by 70% in the past year, 
lie said that in October, 1961, hy- 
draulic malfunctions totaled 12 for 
every 1,000 hr. of flight. In June of last 
year, the rate was four per 1,000 flight 
hours. 

► Irish International Airlines has re- 
ported a 36% increase in the number 
of its transatlantic passengers carried in 
September compared with the same 
month last year. From April through 
September, the Irish carrier’s load fac- 
tor was 67% on transatlantic operations 
compared with an industry average of 
53%. 

► Northeast Airlines has declared that 
regional rather than local airports arc 
essential to the future development of 
New England air services. Northeast 
said that the regional system would 
provide airports sufficiently large to han- 
dle modern aircraft such as Douglas 
DC-6B and Vickers Viscount trans- 
ports. 


AVIATION WEEK 


SPACE TECHNOLOGY, 


sr 12, 1962 



What do American Airlines’ mechanics do in their spare time? 


Five days a week, David Warren works on overhauling 
Astrojets at our maintenance base in Tulsa. 

But on his days off. Dave gets away from it all by work- 
ing on— of all things— still another plane: the antique 
Aeronca C-3 you see in the picture. 

He restored it himself, and he has enough confidence 
in his work to fly it himself. 

Dave is one of a number of American Airlines' mechan- 
ics who belong to the Antique Airplane Association. 


Others, in the Experimental Aircraft Association, design 
and build their own planes and go up in them. 

Quite a number of our mechanics are licensed pilots, 
and the likeliest place to find them on their days off is 
out at (or over) the local flying field. 

Airplane mechanics like these aren't in the business 
just for the money. 

They love their work and their work shows it. Nice 
thing to remember next time you're on one of our flights. 


j4/f?/.//V£S ( A*A 



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LAUNCH AND DEPLOYMENT CONFIGURATIONS of proposed manned, self-deploying space station are illustrated in drawings above. 
Launch configuration (A) shows interstage adapter atop S-2 stage of Saturn C-S launch vehicle. After station separates from the 

configuration (B). Bottom of hub’s flared skirt points toward sun. Spin control |Cts produce SO 'lb. thrust each. Spin control maintains 
station rotation at about 3 rpm. for artificial gravity of ,2g. Attitude jets maintain spin axis in orientation to within 10 deg. of sun for 
maximum solar cell energy. Station, single Apollo and three men would have 154,500 lb. equivalent earth weight in orbit. 


ARTIST'S CONCEPTION OF SPACE STATION shows three Apollo vehicles at hub (C). Top Apollo is docked in ideal position on 

includes zero-g lab mounted on rotating platform turning in opposite direction to station and producing speed of relative zero. Flared 
hub skirt senes as aerodynamic fairing during boost phase and additional protection against meteoroids. Cross-section of living module 
(El shows secondary floor used to hold down gravity variant to .2g from module center to end. Living module would have three bunks 


Self -Deploying Space Station Will Support Experiments, Flight Procedures Checkout 


First step toward development of a manned earth-orbiting platform will 
begin early next year with a request for proposals on a six-month detailed 
design study of a self-deploying space station. 

National Aeronautics and Space Administration is expected to issue its 
proposal request in January for the station— which is planned to be opera- 
tional by 1966 (AW Sept. 10, p. 33) under joint sponsorship of NASA, as 
project manager. Defense Dept., Federal Communications Commission and 
U.S. Weather Bureau. 


Requests from scientific groups and 
universities in the U. S. and abroad to 
conduct experiments and human factors 

expected to be so numerous that indus- 
try members feel the project may grow 
into an international effort. 

Participation bv U.S. Air Force in the 
project could establish a basic, but ex- 
tensive. framework from which to move 
into military space operations. 

There currently is no authorized re- 
quirement for military applications at 
this time. 

Air Force’s projected manned orbital 
development systems (MODS) program 
is viewed as questionable by military 
and industry alike. 

Indications arc that a "Blue Gemini" 
(AW Oct. 8, p. 39). might be the in- 
ital spacecraft allotted to the Air Force 
for experiments, perhaps in 1964 (AW 
Nov. 5, p. 42). This vehicle, however, 
would not afford even a close approxi- 


mation of the experience which could 
be gained with a manned orbiting space 
station of the size and content of the 
one proposed under the NASA pro- 
grain. 

The station will provide an oppor- 
tunity to check out critical space radar, 
optics, and communications compo- 
nents under actual operational condi- 
tions affording the opportunity for long 
exposure to a hostile environment. Ex- 
perience would also be accumulated in 
rendezvousing, docking and numerous 
other specific space tasks involving hu- 
man monitoring. 

For civil and military' applications, 
the manned orbiting space station could 
function as an orbiting launch platform 
for lunar and interplanetary' missions 
and as a key element in a satellite com- 

Aecording to present plans, NASA 
will award three design study contracts, 
with one of the three contractors ulti- 


mately selected to develop the space 
station. 

One-third scale model may be built 
as a proving vehicle for initial launch, 
probably followed by construction of 
three full-scale space stations for suc- 
cessive launches in packaged configura- 
tions from Cape Canaveral by a Saturn 
C-5 booster. 

Estimates are that the station launch 
weight would be about 170,300 lb.— in- 
cluding 75,130 lb. for structure; 63,450 
lb. for station equipment; 21,700 lb. for 
an Apollo vehicle, its crew and abort 
escape system, and 10,000 lb. for inter- 
stage structure. In orbit with a crew 
of 21 and with seven Apollos docked at 
the hub. the total station weight would 
be 249,900 lb. 

North American Aviation's Space and 
Information Systems Division has com- 
pleted for NASA a broad two-part study 
of the basic requirements for the 
manned orbiting space station. (AW 
Mar. 19, p. 27: Apr. 16, p. 73)— inclnd- 
ing construction of a one-tenth scale 
model of the station. This was a hex- 
agonal configuration with rim modules 
connected to a hub by three telescop- 
ing spokes. It was delivered to NASA 
last month. 

The model represents a station which 
is released from its packaged configura- 


tion at the press of a button to demon- 
strate the kinematics of deployment. 

North American's study, an extension 
of a basic concept of a space station 
originally advanced by NASA's Langley 
Research Laboratory, should be at least 
a first-order approximation in the proc- 
ess of establishing final parameters for 
the design and development of the 
manned orbital space station in the up- 
coming industry competition. 

Company Studies 

Anticipating this competition, other 
companies— including Boeing. Lock- 
heed's California Division. Martin-Den- 
ver and General Dynamics Astronautics 
—are conducting intensive in-house 
studies on the complete space station 
to be ready with data in all design and 
operational areas. 

NASA also is funding industry studies 
related to manned orbital space station 
development in areas which it feels re- 
quire preliminary investigation— waste 
management, water reclamation, seals 
and connections, qualification testing 
and operations analysis. 

These studies should be completed 
by the end of the year for analysis by 
NASA before general specifications are 
compiled and issued for the space sta- 
tion competition within industry. 


As envisioned by NASA and North 
American, the space station is projected 
to be launched by a Saturn C-5 booster, 
consisting of S-1D and S-2 stages, in a 
300-naut.-mi. circular earth-orbit with 
an inclination of about 30 deg. The 
orbital altitude was selected as a compro- 
mise between levels involving high 
radiation and those involving significant 
atmospheric drag. Operational life of 
the station is expected to be approxi- 
mately three years. 

Capability of the Saturn C-5 booster 
would permit a single Apollo space- 
craft to be launched with the space 
station. 

Apollo crew could monitor, from the 
Apollo, the deployment of the space 
station, then could enter the station to 
serve as the initial crew and conduct all 
operations necessary to prepare the or- 
biting platform to receive additional 
crew members from personnel trans- 
port/supply spacecraft. 

In an emergency, the Apollo space- 
craft could accommodate an escaping 
crew and return it to earth, since the 
space station would have no re-entry 
capability. 

For launch by the Saturn C-5, the 
space station package configuration con- 
taining the hub, three spokes, and six 
rim modules would be stacked to meas- 


ure about 33 ft. in diameter and approxi- 
mately 103 ft. high. The cluster of six 
modules would form the outside of the 
package, surrounding the three tele- 
scoped spokes. 

The station’s hub is attached to 
the top of the vertical stack of modules, 
and the Apollo spacecraft is positioned 
atop the hub. Control of the launch 
trajectory could be accomplished with 
the Apollo guidance system. 

Separation Procedure 

When orbital altitude is attained and 
booster separation initiated, separation 
fittings on the top and bottom of the 
modules free the Apollo from the hub 
and the bottom of the packaged 
modules from an adapter which remains 
attached to the Saturn S-2 stage. Bat- 
tery-powered mechanical actuators ini- 
tiate deployment from the launch con- 
figuration symmetrically to avoid 
interference between space station 
members. Buscmann-type hinges— de- 
vised by Dr. Adolph Buscmann of Lang- 
ley Research Center— at the end of each 
module allow each member to rotate 
freely about its own hinge centerline. 

Spokes, telescoped to half their 
length, also are hinged to extend by 
following the motion of the modules. 
At the end of deployment, module and 


56 


AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 


AVIATION WEEK and SPACE TECHNOLOGY, 



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Personnel Director, Bellcomm, Inc., Room 500C, 1737 L Street, N. W., Washington 6, D. C. 



BELLCOMM, INC. 

A Bell Telephone System Company 


spoke ends are latched in place for an 
efficient seal to prevent air leakage. 

When deployment is complete, a 
63i-ft.-long panel of solar cells with an 
area of 320 sq. ft. unfolds from each 
module. Solar cells for the hub are 
mounted on its bottom in a 405-sq.-ft. 
panel pattern of three groups between 
each spoke-hub interface. 

Each panel of cells affords enough 
energy to operate the space station ele- 
ment to which it is attached and gives 
an independent power supply to each 
element. The station's solar cell arrays 
will accommodate a peak power require- 
ment of approximately 19.5 kw. for the 
station, but average load probably would 
not exceed 12 kw. 

Peak Power Load 

Each rim module’s peak load require- 
ment would be about 3 kw. Peak power 
for approximately 20,000 lb. of experi- 
ments is not expected to exceed 1.5 
kw. Spin axis of the space station is 
oriented so that it is aligned with the 
sun to permit the fixed solar panel ar- 
rays. positioned in a plane at right 
angles to the axis, to face the sun. Space 
station's maximum period of darkness 
will be about 36 min. 

In its deployed configuration, the 
space station will measure approxi- 
mately 1 50 ft. across the comers of the 
modules, as arranged in the form of a 
hexagon. Each module will be 75 ft. 
long and have a 10-ft. outside diameter. 
Spokes will have a 5-ft. dia., with the 
smaller telescoping section about 4} ft. 

Hub will be about 30 ft. high. Di- 
ameter at the top of its tapered upper 
portion will be just under 13 ft., iden- 
tical with that of the Apollo vehicle 
section which mates with the hub for 
support during the Saturn boost phase. 
Below the top of the hub is a cylindri- 
cal section, 17 ft. in diameter and 
slightly over 6 ft. wide, designed to ac- 
commodate stowage of a complement 
of six Apollo spacecraft. 

The top of the hub also affords a sta- 
tion to accommodate another Apollo 
vehicle which would be in alignment 
with the spin axis of the space station. 
Flared skirt of the hub, extending out 
from the bottom of the cylindrical sec- 
tion, is about 13i ft. high and has a 
33-ft. dia. at its bottom. 

The skirt, which surrounds a zero- 
gravity laboratory in the lower portion 
of the hub, senes as an aerodynamic 
fairing during the boost phase of the 
Saturn C-5. As part of the hub in 
space, the skirt affords an additional 
amount of material to protect against 
impact of meteoroids. The skirt’s bot- 
tom surface provides sufficient area for 
the hub’s solar panel array. 

Paired, oppositely-pointing spin con- 
trol jets, using hypergolic bipropellant 


and developing about 50 lb. thrust per 
jet, are mounted atop two diametrically- 
opposed joints of the hexagonal rim 
configuration to initiate and maintain 
the station's rotational velocity of ap- 
proximately 3 rpm. and produce an ar- 
tificial gravity of about 0.2g. 

Eight 50-lb.-tluust attitude control 
jets— four each positioned diametrically 
opposed for a cross-pattern on the top 
and bottom of the hexagonal rim— 
maintain the attitude of the space sta- 
tion so that solar panels are oriented to 
within 10 deg. of the sun, ensuring 
maximum energy output. 

Attitude Control 

The jets also alter the attitude of the 
station by one degree per day to ac- 
count for normal precession, and re- 
orient the station to compensate for an 
externally applied disturbance, such as 
that produced by an Apollo in the 
docking or stowing procedure at the 

Disturbances within the space station 
wouldn’t cause permanent disorienta- 
tion of the station’s spin axis. But they 
could cause a wobble, which could be 
damped with a precession wheel. In an 
emergency, the attitude control jets 
could be used to damp station wobble. 

Procedure for the initial Apollo dock- 
ing operation, after separation of the 
space station payload from the Saturn 
booster and detachment of the Apollo 
from the top of the hub, would be for 
the Apollo to turn itself end-for-end 
(ISO deg.). Thus, the nose cone por- 
tion of the spacecraft would be aligned 
with the space station’s spin axis, di- 
rectly over the hub, where it engages 
the hub’s top airlock. This is con- 
sidered the ideal docking position on 




the station to avoid spin axis disorienta- 
tion and mass unbalance. 

Before Apollo crewmen can enter the 
space station, the pressure would have 
to be equalized between the Apollo 
command module and the station, 
whose modules, spokes and hub are 
sealed before launch with enough air 
for initial pressurization of the station. 
This pressure equalization between the 
Apollo and the station could be done 
with bleed valves in the airlock doors. 

To accommodate multiple stowage 
of Apollo spacecraft, each tow vehicle 
must be situated in diametrically-op- 
posed positions on the hub cylinder to 
avoid spin axis shift. In movement of 
vehicles from docking position on the 
hub top to stowage position on the hub 
side, mass unbalance must be avoided 
to prevent wobble of the space station. 

The hub’s upper section— or turret 
portion— is driven in a direction op- 
posite to the space station’s rotation, in 
effect becoming a non-rotating member 
in inertial space. 

Drive Mechanism 

Drive mechanism raises a stowing 
boom with integral attachment ring up 
from the hub over the station’s spin 
axis. The docking Apollo connects to 
the attachment ring, and connection is 
made to the airlock in the top of the 
hub if Apollo crew members want to 
enter the space station at this position, 
which is considered preferable. They 
may, however, defer exit until the 
boom swings the Apollo sidewise and 
down to one of the stowage positions 
located circumferentially on the hub. 

The power rotating the hub is cut, 
and the turret approaches the space 
station’s rotational velocity as a result 

59 



AVIATION WEEK 


SPACE TECHNOLOGY, 





NEW CMC 25mc COUNTER 


In other words, CMC gives you a high reliability, all solid state 25 me 
Universal Counter-Timer at the same price you’d pay elsewhere for 
only 10 me coverage. 

Specifically: Our new Model 727B Series F Universal Counter-Timer, 
dc to 25 me, costs $2,370 with inline Nixie readout, only $2,195 with 
vertical decade readout. 

And, we're quoting 4 week delivery after your order arrives. 
The 727B Series F provides direct digital readings of frequency, period 
and time interval measurements, performing seven basic functions from 
a front panel switch. Advanced computer-logic circuitry, decade count- 
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rear for printers, etc., provision for remote programming and 2 year 
warranty are standard on this and all CMC universal solid state units. 

CMC also offers a new 25 me Frequency-Period Counter, Model 707B 
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urements Company, 12970 Bradley Avenue, San Fernando, California. 


Specifications 

Model 727B Series F 

Universal Counter-Timer 

RANGE 

Frequency 

dc to 25 me 

Time Interval & Period 

0.3 Msec to 10* seconds 

ACCURACIES 

± 1 count ± oscillator accuracy 
±0.1 Msec ± oscillator accuracy 
(± trigger level error for 
period &TIM) 


CMC's 1962 digital instrumen- 
lation catalog, describing the 

solid state electronic counters. 



Computer Measurements Co 

A DIVISION OF PACIFIC INDUSTRIES. INC. 

12970 BRADLEY AVENUE • SAN FERNANDO, CALIFORNIA 
TELEPHONE: (213) EM 7-2161 • TWX: SNFD 9851 


of hub bearing friction. It then stops 
at one of several preset positions, where 
a cylindrical shell moves out from the 
hub to mate with the stowed Apollo's 

Hub Departure 

Departure from the station hub 
would involve counterrotation of the 
hub turret, and the departing Apollo 
would be swung up to the hub’s top 
docking point. The remaining Apollo 
spacecraft stowed on the hub would 
be rearranged symmetrically and the 
turret allowed to approach the rota- 
tional velocity of the station. 

In an emergency situation, it might 
be possible for a departing vehicle to 
leave the hub without initiating hub 
counterrotation. Some of the Apollo 
spacecraft would always be stowed at 
the hub ports to facilitate rapid escape 
of station crew members. Movement 
of crewmen from the rim modules to 
the hub through the spokes might be 
facilitated by an endless belt to counter- 
act the forces imposed by the rotation 
of the space station. 

After crew members enter or leave 
the hub, a period of environmental 
adaptation probably would be neces- 
sary, particularly in emergency situa- 
tions— for example, when the station has 
to be evacuated rapidly. This condition 
could extend the time normally re- 
quired for return to earth in the Apollo 
because crew members might be dizzy 
for several hours after they left the 
space station, thus making a fast re- 
turn to earth unfeasible. 

While a crew of 21 would be feasible 
for a 150-ft.-dia. space station, the 
crew for an initial period of about six 
to eight weeks would be composed of 
not more than 12 spacemen who had 
undergone intensive training in all 
facets of rendezvous, docking, station 
operation and survival. Buildup to a 
strength of 21 crewmen might cover a 

Larger Crew 

Crew complement of more than 21 
could be accommodated, but would re- 
quire more than seven docking points 
on the hub or redesign of the Apollo 
spacecraft interior to accommodate 
transport of a larger crew in each vc- 

Station crew of 21 probably would 
require more than 1,800 lb. of drinking 
water yearly, plus other quantities for 
hygienic functions. Most of this water 
probably would be recovered through 
reclamation processes. About 1,000 lb. 
of makeup water, and 14,000 to 
15,000 lb. of processed food per year 
might be ferried to the station by 
Apollo resupply vehicles. 

Saturn C-l or a Titan 3 space booster 
could be used to orbit a three-man 

AVIATION WEEK and SPACE TECHNOLOGY, 


Apollo, or a modified version to ac- 
commodate five men or three men and 
cargo. Any requirement to evacuate 
the full complement of space station 
crewmen would require a new space- 
craft and larger boosters than the C-l 
or Titan 3 to put it into orbit for 
rendezvous with the station. 

In addition to the alternative of in- 
creasing Apollo capacity to five and us- 
ing it for personnel or personnel and 
cargo, an additional module for resup- 
ply could be added to the existing con- 
figuration. Or the earth-orbit configura- 
tion of Apollo could be used effectively 
if all but essential equipment were re- 
moved from the spacecraft to increase 
its volume for cargo. 

Three alternate modules of the space 



Triplet Injector Studied 

Aerojet-General Corp. is studying triplet inj 
for large liquid-propellant rockets. Photograp 
turbulent eddy produced by injector. Belov 
injector is under test. Aerojet feels use of rcl 






November 12, 1962 


station would be allocated for living 
quarters with facilities for food prepa- 
ration, sleeping, and recreation. The 
remaining modules would be used for 
the primary mission— laboratory experi- 
ments and station operation and con- 
trol. One of the work modules would 
have a command center which would 
be able to oversee all activities in each 
module and exercise general control 

Straight modules rather than curved 
configurations seem indicated because 
the straight form is better adapted 
to a feasible launch package and 
is simpler to build. However, use 
of straight, cylindrical modules in the 
hexagonal perimeter of the space sta- 
tion requires inclusion of a secondary 



for Liquid-Fuel Engines 

ector concept as a possible injector system 
>h above shows injector plate and resultant 
is transparent thrust chamber where the 

eliminate need for up to 15,000 fuel 1 ” and 
item if conventional injectors are used. 



61 





DECOR . . . Digital Electronic Continuous Ranging . . . 
a new digital technique providing constant range 
measurement between spacecraft, from thousands of 
miles to rendezvous. Accuracy— inches! Developed 
by Fairchild Stratos-ESD, DECOR uses a continuous 
signal. It makes simple "go, no-go" determinations 
regarding phase-shift during propagation time. Phase- 
shift is directly relatable to distance. Because of this 


digital approach, equipment is compact, reliable and 
easily mated with other spacecraft subsystems. In- 
cluded in the many ranging requirements suited to 
DECOR solution is the altimeter function for soft 
lunar and planetary landings. A working briefcase 
unit showing DECOR* capability is available for 
demonstration by FS-ESD engineers. Interested? 
Contact our Director of Customer Relations. 


When there's a need to know: Fairchild Stratos-Electronic 
Systems Division capabilities are best reflected in an inte- 
grated approach to data requirements. Extensive experience 
in acquisition, processing, transmission and display has given 
FS-ESD engineers a particularly sensitive awareness of both 

answer them. • For knowledgeable engineers interested in 


suggest a note to our Director of Industrial Relations for the 
brochure "Grow Your Own Future". FS-ESD, an equal oppor- 
tunity employer. 


#• 


FAIRCHILD STFt ATOS 


ELECTRONIC SYSTEMS DIVISION 

WYANDANCH, LONG ISLAND. NEW YORK 


floor to avoid excessive deviation of 
gravity line from a position perpendic- 
ular to the floor of the rotating station. 

With the straight modules, person- 
nel would experience a change in grav- 
ity as they walked through the module. 
At the end of the module, they would 
experience the sensation of standing 
on a slanting floor-a sensation which 
would not be experienced while walk- 
ing through a curved module. 

Floor Design 

The difficult)' could be overcome by 
designing the floor as a series of arcs 
of increasing radii from the space sta- 
tion's center, then reducing the arcs 
to straight floor lengths approximately 
perpendicular to the line to the sta- 
tion center, and connecting the floor 
segments by short stairs. This change 
would produce a gravity variation from 
the module’s longitudinal center to its 
end of approximately 0.20g, which 
should be satisfactory for crew mem- 

Accommodations in each of the three 
self-sufficient living modules would be 
the same for a crew complement of 
seven men. Sleeping and hygienic fa- 
cilities would be at one end of the 
module, with food preparation and 
recreational facilities at the other end. 
Mechanical or electronic equipment 
would be located in the center of the 
module, away from the crew’s sleeping 
quarters. 

Six of the crew would have three 
bunks on each side of the central aisle, 
while the seventh crewman, a moni- 
tor. would be berthed outside the gen- 
eral sleeping compartment and oppo- 
site the module control center. 
Control Center 

This control center would contain 
power equipment, environmental in- 
strumentation and the station inter- 
communication and alarm system. The 
seventh crewman would alert the sta- 
tion in an emergency. A two-dav supply 
of surplus food would be stored in each 
living module for emergencies. 

Three work modules will be located 
al the ends of the spokes radiating 
from the hub so that on-duty crewmen 
can have access to all work modules 
and the hub without the need to enter a 
living module to disturb off-duty crew- 

Work modules would contain labora- 
tory and test equipment for specific sub- 
systems such as propulsion, power and 
environmental control. It would be ad- 
vantageous to group specific subsystem 
equipment in a single work module, 
but weight distribution may require it 
to be distributed in two or more 
modules. 

One of the work modules would 
house the station command center, in- 


cluding communications and a control 
function which would be independent 
of any ground station. As a safety fac- 
tor, each module would have some 
provision for specific control functions 
and the ability to control the station 
completely for a limited time. 

Equipment would be installed on 
each side of a center aisle less than 
3 ft. wide. Equipment racks probably 
would not be more than 2 ft. deep and 
6 ft. high. Where crewmen would be 
seated for extended monitoring, con- 
soles and displays would be recessed in 
the wall to avoid aisle obstruction. 

Access to the module internal wall to 


repair damage resulting from meteoroid 
impact could be simplified with equip- 
ment modularized and hinged on the 
aisle at the floor line. This would per- 
mit pulling the upper portion of the 
equipment package into the aisle to 
get behind it to the wall. Use of sliding 
equipment modules to permit pulling 
out for access to the inner wall is an- 
other possibility. Seated crewmen prob- 
ably would face in the direction of 
station rotation to minimize psychologi- 
cal and physiological effects associated 
with turning. 

Another working area is contained in 
the hub. The central hub section is 



instant 

space 

engineers is creating instant space. In a space simulation chamber, they are dupli- 
cating the incredible cold, vacuum. solar heat and radiation of the spacial environ- 

through the environment. It is being subjected to the spacial phenomena prior to a 
launch, not only to determine its capabilities, but to answe' questions regarding 
future space flights. .To achieve the ultra low temperatures required, an extensive 
cryogenic array is necessary. Because of its experience in space-age cryogenics, 
dating back to the first space simulation programs. CryoVac has furnished the 

experience includes systems engineering studies, research and development and 
the actual design, fabrication and erection on countless space simulation programs. 
This experience is at your disposal— why not take advantage of it ? ■ Inquiries from 
qualified scientists and engineers regarding employment opportunitiesare invited. 




AVIATION WEEK 


SPACE TECHNOLOGY, November 12, 1962 




Over and under 


Since the first Gyro-compass was demon- 
strated in 1911, Sperry has had undisputed 
world leadership in precision navigation- 
setting ever more advanced standards for 
the world’s commercial and military fleets. 

Today in hydrospace, significant Sperry 
achievements in sea systems are meeting 
more critical demands in navigation and 
control than ever before. 

An example of the continued develop- 
ment and refinement of basic systems is the 
Mark 19 Gyro-compass— world-famous head- 
ing reference which has consistently kept in 
the vanguard of the navigational art. 


Taming the unstable medium of the seas 
for many surface ships is the Gyrofin® Ship 
Stabi I izer which compensates automatically 
for roll encountered in heavy weather. Gyro- 
fin has a counterpart— the Gyro Stabilizer — 
aboa rd the latest nuclear subs. 

SURIC-Surface Ship Integrated Control 
—will soon provide "hands off” control of 
destroyers and other vessels, displaying all 
functions in consoles on the bridge. 

On Polaris-firing submarines, Sperry is 
navigation systems manager. Sperry SINS 
(Ship's Inertial Navigation System) equip- 
ment provides a continuous record of dis- 


tance traveled, direction, ship’s position, 
pitch and roll and every other critical motion 
—then supplies all navigational data for the 
exacting job of aiming the Polaris itself. 
Other Sperry sea systems range from peri- 
scope optics to passive underwater detec- 
tion for ASW . . . from diving, steering and 
depth-keeping controls to the Celestial Alti- 
tude Recorder that focuses on the stars. 

And Sperry is a leading producer of radars, 
Lorans, Gyropilots® and a host of other gear 
—plus expert field service— that lets ships of 
every kind sail over and under the sea with 
confidence.General Offices: Great Neck, N.Y. 



SPERRY RAND 
CORPORATION 



attached rigidly to the spokes and ro- 
tates in the same mode as the station 
rim. Hub lower compartment affords 
about 45 sq. ft. for conducting zero-g 
experiments and is mounted on a motor- 
driven platform rotating in a direction 
opposite to that of the space station at 
a rate resulting in a relative rotational 
speed of zero. 

Screened Platform 

Rotating platform is screened to avoid 
adverse psychological effects on crew- 
men which could be induced by looking 
at the hub's rotating walls. Connection 
between the zero-g laboratory and the 
upper compartment of the hub used for 
crew transfer to the spokes or the 
docked Apollo vehicles is through a floor 
hatch in the upper compartment. 

Pressure bulkheads and airlocks would 
be installed at the end of each spoke 
and between rim modules to divide the 
space station into 10 compartments— 
six modules, three spokes and the hub. 
Each of these compartments would be 
fitted with an environmental control 
system sufficient to support the com- 
partment's normal activity Continuously 
or function for a larger crew during 
shorter periods. 

Each compartment, except the 
spokes, would have a standby system 
for safety purposes. 

Environmental control system will 
afford heating and air supply functions, 
with radiators and module surface coat- 


ings maintaining a balance between sta- 
tion heating requirements and solar, 
equipment, and body heat inputs. 

Air and humidity controls will con- 
dition the compartments, remove dust, 
contaminants and odors, prevent carbon 
dioxide accumulation, and maintain ade- 
quate pressure levels for both oxygen 
and nitrogen fora 10 psi. environment. 
High-pressure vessels for oxygen and 
nitrogen will be capable of pressurizing 
the space station twice after it is de- 
ployed in space with its original atmos- 

Space suits will be included in the 
station's equipment for emergency con- 
ditions or when crewmen would have 
to enter a depressurized compartment 
to make repairs. However, crewmen 
normally will function without suits in 
the "shirtsleeve” environment, since it 
would not be feasible to wear pres- 
surized. or even deflated, suits contin- 

Woll Structure 

Station wall structure, designed to 
minimize meteoroid penetrations, would 
incorporate three layers of aluminum 
one inch apart. The space between 
center and inner layers would be filled 
with aluminum honeycomb, and the 
space between the outer layer and cen- 
ter layer would be packed with poly- 
urethane foam. 

Impact by both small, dense mete- 
oroids and larger, less-dense meteoroids 


is probable and will result in station 
surface deterioration by pitting or in 
penetration of the station wall. 

Effects of punctures by meteoroids, 
or those resulting from internal explo- 
sion of spacecraft equipment, would be 
minimized by the airlocks and use of the 
separate and duplicated environmental 
control systems in the hub and each 
module. Also, the large volume of at- 
mosphere and the pressure levels in 
compartments would allow consider- 
able time before loss of air would pose 

Extensive Damage 

It is probable, however, that if two or 
more compartments were damaged ex- 
tensively and simultaneously or in 
rapid succession, the mission would be 
aborted and the space station aban- 
doned. Greatest danger would be in- 
volved if the compartments damaged 
were work modules connected by the 
spokes to the hub where Apollos would 
be docked to receive crewmen. 

In the event of fire or severe con- 
taminaton of a compartment by toxics, 
the compartment air could be dumped 
to minimize danger. 

Space suits for crewmen would pro- 
vide an additional safety factor for a 
limited period. 

Space radiation would be another 
hazard (see p. 73) and would determine 
the number of crews that would be ro- 
tated to man the space station on a 
continuous basis. Medication possibly 
could be devised to minimize biological 
effects of space radiation, but precau- 
tions would have to be taken to ensure 
that toxic effects of the medication 
were not excessive. Additional shielding 
could minimize the effects of radiation 
and probably would be justified, con- 
sidering the high logistics costs involved 
in the requirement for more frequent 
boost vehicles to compensate for re- 
duced crew duty cycles. 

Shielding Weight 

Additional shielding weight would 
pose no payload problem for the Saturn 
C-5 booster because the C-5 could ac- 
commodate about 30,000 lb. more than 
the basic space station weight now con- 
templated— and more if an Apollo were 
not boosted with the station. 

Communication system on the space 
station would include on-board com- 
munications, monitoring and data 
processing, television and station-to- 
Apollo and station-to-ground links. 
Scientific experimental data collected in 
the space station would require a large 
amount of information to be trans- 
mitted to earth almost constantly. 

On-board communication system 
would include such functions as crew 
voice and emergency links. The crew 
voice link would hook up the indi- 
vidual modules, hub, and any support 



S-4 Readied for Shipment to Marshall 

Saturn S-4 second stage of the National Aeronautics and Space Administration's Saturn C-l 
launch vehicle is placed in a 25-ton transporter at Douglas Aircraft's Missiles and Space 
Systems Division. Santa Monica, Calif., for shipment to Marshall Space Flight Center. 
Huntsville. Ala. S-4 stage will be at Marshall for six months of dynamic testing before 
being returned to Douglas for other tests. 


AVIATION WEEK and SPACE TECHNOLOGY, 


12, 1962 


LOWEST COST 
TELEPRINTER 
WITH 3000 WPM 
READOUT 


Instant hard-copy readout of 3000 
words-per-minute is now available 
from Motorola's electronic teleprinter 
with savings up to two-thirds and 
more on many systems applications. 
Produced to meet rigid military speci- 
fications, the rugged TP3000 system 
offers MTBF predictions higher than 
any comparable equipment available 
today. By functionally separating the 
electronics from the mechanics of the 
system, Motorola has made it pos- 
sible to remote over 30 selectively- 
addressed page printers from a single 
translator. Impressive savings in size 
and weight have also been realized 
through the use of a unique printing 
technique, advanced solid state cir- 
cuitry, and highly efficient packaging. 
The rack-mounted translator meas- 
ures only 1.7 cubic feet in volume, 
while the page printer occupies just3.2 
cubic feet. And basic to the TP3000 
design is a flexibility that permits easy 
adaptation to the specific require- 
ments of a variety of air, sea and 
ground installation and operational 
requirements. For complete details on 
this lowest cost high speed printer, 
call or write today for a fact-filled 
technical information package includ- 
ing data sheet, printing samples, 
and handy teleprinter rate calculator. 


Military Electronic s Division 


MOTOROLA 


CHICAGO CENTER/1450 North 
Cicero Avenue/Chicago 51, Illinois 






KEARFOTT 
KING SERIES 
MINIATURE FLOATED RATE 
INTEGRATING GYROS 


Combining the advantages of small size (2"x3") and lightweight (0.8 
pounds), the King gyro is the most accurate and reliable gyro of its 
type. Representing a major improvement in precision, floated gyro 
design, the King is now in quantity production. 

Of simplified construction, using Beryllium in major structural ele- 
ments, this gyro contains only 33 parts, (only four in the motor). 
This makes possible a readily producible, highly reliable gyro with 
repeatable performance. 

Day-to-day performance of 0.1°/hr without summing over a 12 month 
period has been obtained. The King gyro has been subjected to tem- 
perature of —80° F without damage. In tests, warm up has averaged 
5-10 minutes from this temperature. In addition, mass unbalance 
was found to vary a total of 0.25°/hr/g to 0.75°/hr/g over the tem- 
perature range of 75° to 180". 



For complete data write Kearfott Division, General Precision, Inc., 
Little Falls, New Jersey. 


<ffi> ©BNE^^IL 
P>[?5@©0®0®[H 
AEG5®®!Pi&©S 


KEARFOTT DIVISION 

LITTLE FALLS. NEW JERSEY 


IN A A Competition Team 

Industry interest in NASA’s projected 
competition for a six-month detailed de- 
sign study of a manned, self-deploying 
space station is indicated by the team 
of eight aerospace companies selected 

Information Systems Division ' to work 
jointly with it on a proposal. 

NAA already has completed a two- 
part study for NASA covering the 
feasibility of a concept for a sclf-deploy- 

a one-tenth scale model to demonstrate 



television, and station-to-spacccraft and 
station-to-ground links— Svlvania Elec- 
tronics Systems Division. 

• Stabilization and control, including 
spin control, attitude orientation and 
wobble damping— Minncapolis-Honcv- 
well. 

• Environmental controls-AiRcscarch 
Division of Garrett Corp. 

• Nutrition and hygiene- Whirlpool 

Semiconductor Division. 

• Batteries— General Electric Co. 

• Power conversion and control- West- 
inghouse Electric Corp. ^ 


spacecraft in the region of the station, 
as well as crewmen functioning in space 
suits inside the station. 

On-board monitoring system would 
provide tile alert for conditions of dan- 
ger in any area of the space station and 
would provide time-records of station 
critical functions to anticipate failures. 

On-board data processing system, 
consisting of recording equipment, a 
programmer and a computer, would 
handle all experimental data reduction 
functions except those handled by real- 
time transmission. Experimental data 
is expected to stem from five broad 
categories of investigation-space en- 
vironment. astronomy, reconnaissance, 
material and component testing, and 
space communications. Total experi- 
mental payload is expected to weigh 
approximately 20,000 lb. 

Television system would monitor 
space station areas left unattended be- 
cause of high-radiation environments 
or high-temperature exposures whicli 
could result from some experiments. 
System also would be used to monitor 
docking and departure operations from 
the station hub. 


AVIATION WEEK and SPACE TECHNOLOGY, 



make a fifteen -link chain out of five chains of 1 , 2, 3, 4, and 5 links. If you say four, 
you show imagination and perception. The optimal solution, three, requires the in- 
genuity, acumen — Achphenomenon, if you will— that is welcome at Litton Systems. 
We are looking for engineers who can disregard the brick-and-mortar approach and 
see the unobserved. Engineers who avoid the tendency to think in traditional chan- 
nels. If you're relatively unhampered by stereotypes, send a resume to Mr. Don A. 
Krause, Manager Professional and Scientific Staffing. Anticipate a prompt reply. 



LITTON SYSTEMS, INC. 

GUIDANCE AND CONTROL SYSTEMS DIVISION 

5500 CANOGA AVENUE. WOODLAND HILLS, CALIF. 


Fliglit Propulsion IV E W S 


A report about progress in research and 
products from the Flight Propulsion Divi- 
sion of the General Electric Company 


First United States Jet Flight Took Place 20 Years Ago 


CINCINNATI, Ohio- On an early Fall 
morning 20 years ago, an odd-looking 
fighter -size aircraft warmed-up on the 





U.S. Marines Pick T64-powered CH-53A 




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Astronaut Protection Theories Reported 


By Cecil Brownlow 

Paris— Methods for protecting crew 
members from hazards of radiation and 
predicted debilitating effects of weight- 
lessness during prolonged interplanetary 
or orbital flights were subjects of major 
concern to leading Western and East- 
ern bloc scientists here for the Inter- 
national Symposium on "Basie En- 
vironmental Problems of Man in 

Soviet and U. S. scientists agreed that 
cosmic radiation, particularly during 
periods of solar flare activity, presents 
the possibility of gravest danger to 
astronauts during lengthy flight regimes. 
Primary approaches towards solution of 
these problems varied among the sci- 
entists, however. 

Report presented by Soviet scientists 
I. M. Volynkin and P. P. Saksonov 
temied cosmic radiation one of the 
"main dangers" in space. 

it next to impossible to protect man 
from galactic rays,” the Soviet report 
said. Aside from direct physical danger 
to the astronaut, the report noted, cos- 
mic radiation also might upset the bal- 
ance of ecological systems of space- 
craft by damaging or changing the 
nature of algae and other fauna placed 
aboard to help maintain the regenera- 
tive process. 

Cosmonaut Radiation 

The authors, noting that relatively 
low orbital flights appear to present no 
problems in this area, reported that 
Soviet Cosmonaut Andrian N'ikolayev 
sustained a total of 30 millirad of radia- 
tion during his 94 hr. 25 min. flight in 
Vostok 3, while Cosmonaut Pavel Pop- 
ovich registered 40 millirad after 71 hr. 
in Vostok 4. 

The Soviet Union earlier had said 
that Nikolayev received a dose of 50 
millirad and Popovich 36 millirad (AW 
Aug. 27. p. 37). 

Both authors were present at the ses- 
sion, and in reply to questions from the 
floor said that despite earlier theories 
elsewhere that chemical and pharma- 
ceutical anti-radiation measures were 
ineffective against X-rays and gamma 
rays, later experiments have shown that 
these measures will provide some, al- 
though not total, protection. 

Further suggestion was that crew 
members in periods of danger, such as 
solar flare activity, might insert them- 
selves into a protective "box” that 
would augment exterior spacecraft 
shielding. 

Soviet scientists, Volynkin and Sak- 
sonov said, can now predict periods of 
solar flare activity 2-3 days in advance. 


They added that these periods of pro- 
jection will be increased in the future. 

Prof. N M. Sissakian, prominent bi- 
ologist and presidium member of the 
Soviet Academy of Sciences, said the 
possibility -it solar flares represents the 
greatest •• -Hal danger to astronauts. 
He added that In the event of increased 
radiation, Russian space capsules can 
now be redirected into a re-entry tra- 
jectory at any time and point on an 

Bioastronautic Research 

Sissakian, a co-chairman of the sym- 
posium sponsored by International As- 
tronautrcal Federation and International 
Academy of Astronautics, outlined, in 
a report which avoided specifics, five 
major tasks which he said are presently 
confronting bioastronautical research- 

• Over-all investigation of long-term ef- 
fects on man and space components of 
prolonged periods of weightlessness 
during space flights. 

• Active cooperation with design engi- 
neers in ensuring that future spacecraft 
have adequate life support and hvgenic 
systems. 

• Establishment of adequate medical 
criteria for crew selection and training 
techniques. 

• Study of biological basis for life sup- 
port system development. 

• Explorations leading to identification 
of possible life forms in areas of the 
universe outside the earth's environ- 

Soviet scientists in private conversa- 
tion here appear to have rejected 
proposals that man could be effectively 
protected from radiation hazards by 
lowering his metabolism rate through 
reduction in body temperature. 

U. S. proponents of such an approach 
say reduced cellular activity under this 
condition would substantial^ reduce 


Soviet Delegation 

Paris-Full Russian 14-scientist dele- 

Problems of Man in Space” symposium 
here appeared on schedule despite the 

at the beginning of the symposium! and 
many Western observers felt this might 
keep the Soviets away. 

At the conference. Soviet scientists 
presented a total of eight reports, the 
same number as delivered by United 
States delegates. British delivered four, 
West Ceraians three, French two and 
Swedish two, while representatives of 
Yugoslavia, Austria, Czechoslovakia and 
Poland presented one each. 


harmful radiation effects, because of a 
lower radiation absorption state, as well 
as trim demands on life support and 
logistics systems by cutting needs for 
oxygen and food during these periods. 

One approach under consideration in 
the U. S. would pennit the astronaut 
to lower his own body temperature— 
probably through a water-cooled, 
quick-cool method incorporated within 
his space suit— during dangerous peri- 
ods of radiation by a simple push-but- 
ton technique which would trigger the 
necessary chemical reaction. 

This state of suspended animation, 
some proponents say, probably would 
be halted automatically bv a sensor 
when sufficient lowering of the radia- 
tion count was determined by a control- 
ling monitor system. 

A report concerning experiments on 
this phenomenon, which aroused con- 
siderable comment, was delivered by 
Yugoslav bioastronautical scientist R. 
J. Anjus of the University' of Belgrade's 
Institute of Physiology. 

In a number of experiments ranging 
in size of test subjects from rats to 
dogs, a group at the university headed 
by Anjus found that ground squirrels 
could occasionally be placed in a state 
of 0-deg. body temperature and sus- 
pended animation for periods of 7 hr. 
without ill effect. 

Squirrels Revived 

Anjus said "clinical death” experi- 
ments showed that all of the squirrels 
could be revived after 3 hr. from such a 
condition and that half of them could 
be brought back to life after 5J hr. 

In the case of non-hibernating rats, all 
of them could be revived after 1 hr., but 
none after 2 hr. 

Tolerable temperature limits in such 
tests, he said, are between -6 and — SF. 
He estimated that man’s body tempera- 
ture can be lowered to a minimum of 
— 10F. U.S. proponents of this ap- 
proach say the acceptable limit, if 
adopted for space flights such as the 
Apollo lunar mission, could be kept well 
above OF. 

Anjus said his experiments demon- 
strated that under these conditions test 
subjects showed increased resistance to 
lack of oxygen and radiation dangers. 
His report added: 

"Along with its capability of protect- 
ing against anoxia, internal cold is capa- 
ble. below a given level of body tern per- 

the tissue level in spite of a normal or 
even increased oxygen tension in the 
ambient air. In the extreme, internal 
cold, through its basic inhibitory' effect 
on life processes, causes the cessation of 
oxygen supply and transport (respiratory 


AVIATION WEEK and SPACE TECHNOLOGY, 





RAYTHEON’S NEW SPARROW III 
GOES AIR FORCE 


Already the U. S. Navy’s prime air-to-air missile 
system, Raytheon’s Sparrow III has now been 
selected by the U. S. Air Force for use on its 
F-4C tactical fighter. 

The advanced Sparrow III which will be used 
by the Air Force is the result of a growth program 
that has seen major improvements phased in since 
the missile was first conceived in 1951. These im- 
provements include substantial increases in range, 
speed and altitude capabilities. 


The new Sparrow III employs a unique target 
seeker which provides maximum attack flexibility 
under operational conditions. Once locked on the 
target, the seeker guides the missile to the inter- 
cept, constantly refining its aim as it closes on the 
enemy aircraft. 

Sparrow III is further proof of Raytheon’s 
ability to manage complex military systems — 
from early study through design, production and 
field support. 


and circulatory arrest). At same time, 
however, through its protective effect, 
it renders organisms capable of tolerat- 
ing relatively long periods of such sus- 
pended animation.” 

Anjus, asked by a Soviet scientist if 
such treatment "might be promising” 
for space crews, appeared to side with 
detractors of this approach without giv- 
ing his reasons. 

He said he could not foresee humans 
or higher mammals being placed in a 
state of suspended animation, but that 
it appears promising for use on micro- 
organisms. 

Tire length of time that these can 
be placed in the region of "clinical 
death,” he added, is unlimited. 

Soviet scientists, as they had earlier 
in talks following the flights of Vostoks 
3 and 4. continued to emphasize their 
concern over possible dangers to man 
in space during prolonged periods of 
weightlessness (AW Oct. 8, p. 38). 
U.S. delegates familiar with the sub- 
ject agreed with Russian colleagues 
that, in the words of one, "anyone in 
his right mind is concerned.” 

A report authored by three Soviet 
bioastronautics experts— including Army 
Col. Vladimir I. Yazdovsky, a promi- 
nent figure in the Vostok program— em- 
phasized the “non-pathological charac- 
ter” of physiological reactions to stress 
factors during orbital flight by Niko- 
layev and Popovich, as well as Gherman 
Titov and Yuri Gagarin. The report 
added, however, that "certain peculiar- 
ities which appeared during analysis 
of the physiological reactions and of a 
whole range of biological data require 
further investigation." 

The report continued: 

“The most important lines for future 
research arc to study the influence of 
prolonged weightlessness, the biological 
effects of cosmic radiation, the effects 
of excess pressure after a period of 
weightlessness and, of course, to analyze 
the influence on the organism of the 
entire complex of space flight factors, 
including the emotional state." 

In his paper. Prof. Sissakian said no 
dangerous physiological disturbances 
were detected in either Nikolavev or 
Popovich during their flights. He later 
stated that physiological changes ob- 
served during the Vostok 3 and 4 flights 
were in the area of "adaptive responses" 
and echoed earlier statements by Soviet 
scientists that flights of up to four days, 
as evidenced by Vostok 4, apparently 
present no particular problems. 

Tire presentation bv Volynkin and 
Saksonov noted that prolonged weight- 
lessness could “influence all aspects of 
human life." It could, they added, de- 
crease man's ability to withstand ac- 
celeration forces on re-entry and per- 
haps influence reaction of all of his 
motor responses. 



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AVIATION WEEK and SPACE TECHNOIOGY, 


12, 1962 





emir iiiruc.it of space (see cover). Simulator is designed to provide longer periods of simulation than are possible in aircraft Kcplcriun ma- 
neuvers. In these photographs, the pilot is shown simulating free movements in spaec. 


Simulator Aids Space Movement Studies 


General Electric Missile and Space 
Division has put into operation a simu- 
lator at its Valley Forge Space Tech- 
nology Center designed to aid develop- 
ment of equipment for use outside the 
spacecraft and for training crewmen in 
maintenance and repair in space. 

The simulator (see covet and photo- 
graphs) consists of three air bearings 
which provide translational freedom in 
two directions and yaw in a third. Plat- 
form itself is suspended by two low- 
friction gimbals, one providing 560 
deg. freedom in roll and the other about 
110 deg. in pitch. 

Although this five-degree-of-freedom 
device does not fully simulate zero- 
gravity conditions. General Electric 
said it closely approximates the friction- 
less conditions which will be experi- 
enced in space. 

The device, called the space worker, 
has been in use since early July. C. R. 
Cording, project manager, told Avia- 
tion Week that studies conducted so 
far have concentrated on activities 
which require simple push-pull and 


torque movements. From these early 
studies, four broad conclusions have 
been reached: 

• Special space tools to perform tasks 
that are now anticipated will not be rc- 

• Crewmen working outside a space ve- 
hicle will become tired more quickly 
than had been anticipated. 

• Auxiliary propulsion, such as a rocket 
belt or pack, will be required if the 
crewman must leave direct contact with 
the vehicle. 

• Man adapts very quickly to using his 
body properly in a frictionlcss environ- 
ment because lie quickly learns where 
to use his own weight as a lever. 

When the test subject is restrained 
on the simulator, his center of gravity is 
balanced about the rotational axis of the 
gimbals. lie is then free to roll, pitch 
and yaw and to move backward and 
forward. 

The application of a small force 
will cause him to change attitude and 
translation. 

The work done so far has been what 


is considered normal maintenance— turn- 
ing screws, nuts and bolts, operating 
switches and valves and drilling holes. 
With the use of restraint and proper 
leverage. Cording said, rcactionless tools 
probably will be unnecessary in the 
space environment. 

If it proves true that crewmen will 
become tired more rapidly than had 
been thought, size of space crews may 
have to be increased. Although this 
conclusion is considered tentative, it 
supports the theory that oxygen con- 
sumption is greater in a weightless con- 
dition when the crewman perfonns 
complex tasks. 

Simulator will be used to determine 
design requirements for moving the 
astronaut when he is outside his space- 
craft, such as when he assembles struc- 

Guidelines. handholds and tethers 
may be satisfactory when direct contact 
with the spacecraft is maintained, but 
individual propulsion systems probably 
will be needed when contact is lost. 
Cording said. 


AVIATION 


SPACE TECHNOIOGY, November 12. 1962 


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MISSILE ENGINEERING 



Army Fires Sergeant as Field Use Nears 


By Erwin J. Bulban 

White Sands Missile Range, N. M.— 
First firing of a tactical configuration 
Sperry SSM-A-21 Sergeant surface-to- 
surface missile here under complete con- 
trol of a U. S. Army artillery unit cul- 
minated m the ballistic missile impact- 
ing in the target CEP (circular error 
probability) after a maximum-range 
flight of slightly over 75 naut. mi. 

Lt. Col. Frederick Spann's 3rd Mis- 
sile Battalion (Sergeant). 38th Artillery, 
overcame several technical holds to 
launch the weapon and boost its CEP 
record. Six previous firings in the engi- 
neering-service test series here, utilizing 
contractor assistance, had resulted in 
three of the missiles impacting the tar- 
get area, meeting an Army requirement 
that a system register within the CEP 
at least 50% of the time. 

The battalion had completed two 
earlier demonstrations the same day. 
Immediately in front of an audience 
of high-ranking Army observers and 
contractor personnel the battalion drove 
into the area, positioned itself, erected 
the weapon and was ready to launch 
within a half-hour, performing every 
step necessary to the mission. 

It also participated in an air trans- 
rtabilitv demonstration, that had to 
revised when the Lockheed C-130 
Hercules that was to airlift the launcher 


to the demonstration site became un- 
available due to the Cuban missile base 
crisis (AW Oct. 29, p. 26-34.) The 
problem was simulated in front of the 
stands using planking and the 8.5-ton 
erector-launcher-heaviest portion of the 
system— was moved out of the mock-up 
plane and hooked up to its prime 
mover in approximately 7 min. 

Successful first firing of Sergeant by 
a tactical unit here was indicative of 
near-combat readiness of the system. 
Army has two additional units in train- 
ing. the 3rd Battalion of the 81st Artil- 
lery and 5th Battalion of the 77th Artil- 
lerv, and plans to begin deployment of 

In addition, it is training the first 
West German army missile battalion at 
Ft. Sill, Okla, to operate the Sergeant 
systems purchased by that government 
to meet its agreed North Atlantic Treaty 
Organization commitments, which call 
for deployment of this missile in Ger- 
many by early 1963. Deployment 
schedules are based on planning per- 
formed earlier this year. Indications are 
that the system could be fielded much 

West German purchase of Sergeant 
is the first officially announced foreign 
government purchase, but industry ob- 
servers say that at least two other 
NATO partners are currently discussing 
adding the system to their inventories. 


Germans are funding the purchase 
entirely. No U. S. money is involved. 
Any nuclear warheads assigned the unit 
will remain under U.S. control. Pur- 
chase agreement was concluded when 
Deputy Secretary of Defense Roswell 
Gilpatric visited Germany two months 
ago. 

These milestones are the culmination 
of a development program initiated in 
1955 by California Institute of Tech- 
nology's Jet Propulsion Laboratory tor 

sile system to replace Corporal, which 
had reached an operational state a year 
earlier. 

This follow-on, second-generation 
artillery 7 system was to take advantage 
of the lessons gained in development 
and deployment of Corporal. The 
system, however, would not merely be 
an improvement, but represent advanc- 
ing the state-of-the-art and providing a 
completely new system whose only re- 
semblance would be that it would 
handle the same mission. 

SSM-A-21 would incorporate ex- 
treme reliability, immunity to elec- 
tronic countermeasures, ruggedness, 
cross-country 7 mobility exceeding that of 
heavy artillery, rapid emplacement and 
displacement and simplicity of opera- 
tion and maintenance. 

In 1956, Sperry Gyroscope Co., 
N. Y., was selected as co-contractor to 





AVIATION WEEK 


SPACE TECHNOLOGY, 





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work with JPL for research and devel- 
opment and as prime contractor for 
follow-on industrial production. Sperry 
acquired a -16-acre site near Salt Lake 
Cits- Airport. Utah, and erected a 50,- 
000-sq.-ft. facility to handle engineer- 
ing, development and production of 
prototype missiles, staffed with about 
200 personnel, mostly transferred from 
Great Neck, L. I. 

Weapon Characteristics 
Late in 1959, JPL was withdrawn 
from the program to devote its efforts 
to the national space program and 
Sperry assumed sole prime contractor 
responsibility for the Sergeant system. 

weapon system were worked out by JPL 
and Spcrry-Utah under the guidance of 
Army Ordnance Missile Command 
(now Anny Missile Command). Hunts- 
ville. Ala. These resulted in Sergeant 
equaling Corporal's range and fire- 
power. but having these significant ad- 

• Sergeant solid-propellant motor short- 
ens reaction time from mission assign- 
ment to launch by hours and requires 
less than half the ground-support equip- 
ment of the liquid-fueled Corporal. 

• All-inertial guidance system is pro- 
tected against any known enemy elec- 
tronic countermeasures and eliminates 
need for ground equipment needed in 
Corporal for its radio command-type 
guidance. 

• Increased mobility through the use 
of more rugged system components— 
the entire Sergeant system can be 
moved over any terrain traveled by 
Army’s current heavy trucks and trailers. 

• Rapid field maintenance bv relatively 
unskilled personnel is made possible 


by use of plug-in pull-and-rcplacc com- 
ponents and assemblies which are po- 
sitioned for easy access. 

• Checkout and countdown are com- 
pletely automatic. 

Tactical configuration Sergeant meas- 
ures approximately 34.5-ft. long and 
31 -in. in diameter and weighs approxi- 
mately 10.000 lb., with the warhead 
weighing about 1,600 lb. The missile 
is primarily a nuclear fire support sys- 
tem, with a secondary capability of de- 
livering both chemical and biological 
warheads— it has no high-explosive cap- 
ability, according to Army doctrine. 
Nuclear Posture 

Tactic is to deploy the Sergeant on 
the battlefield ready for use in nuclear 
war. Even if initial phases are con- 
ducted with non-nuclear weapons. Ser- 
geant would maintain a posture that 
would pennit reaction to obtain nuclear 
superiority by suppressing the enemy's 
nuclear artillery, nuclear ammunition 
supply points, control centers associated 
with nuclear delivery means and air 
defense artillery sites. After nuclear 
superiority has been obtained, the Ser- 
geant would be diverted to attack other 

SSM-A-21 Sergeant will be assigned 
and allocated in the same manner as 
the Corporal system, that is, to the 
field Army and made available to the 
corps commander by attachment or mis- 
sion assignment. Current planning cal- 
culates providing for allocation of three 
Sergeant battalions per field Army, al- 
though actual combat conditions in- 
the field could vary this program con- 
siderably, 

Sergeant marks a departure from the 
battalion fire unit concept under which 


organized— two missile batteries, each 
with a launcher and three rounds, in- 
cluding a training missile, providing 
the supported force commander with 
continuous fire support, regardless of 
displacement requirements. Weapon’s 
range provides considerable elasticity in 
placement and targetry comparable to 
that available in previous wars to the 
Air Force. 

New "shoot-and-scoot" weapon sys- 
tem is comprised of five major mobile 
equipment items— the erector-launcher 
the organizational maintenance test sta- 
tion (OMTS). the field maintenance 
test station (FMTS), the motor and 
guidance transport trailer and a stand- 
ard M-35 truck carrying the warhead. 

System is designed to simplify field 
positioning requirements. The entire 
battery can be placed in an area 1.000- 
ft. in diameter, with the erector- 
iaunchcr needing a cleared area of 60 
ft. m diameter to emplace it and pro- 
vide room for the missile component 
transport vehicles to unload in succes- 

' The OMTS requires the same clear 


System Operation 

After the erector-launcher has been 
positioned, its prime mover is detached 
and may head for cover. The launcher 
can be positioned on terrain with a 
slope of 1/10. having two outriggers 
that are extended, each with a 3,000- 
psi. raising and leveling hydraulic pick, 
plus a third jack in the center of the 
rear base operated from a control panel 

Circular-dish-shaped aluminum blast 
shield is lowered into firing position by 


AVIATION WEEK end SPACE TECHNOLOGY, 


12, 1962 



every ten minutes a scheduled aircraft speeds along this lofty highway. It may be Britannia or Boeing 707, 
Viscount or Vanguard, Argosy, Friendship or Comet— but whatever the aircraft, its aids to sure flight and 
punctual arrival are likely to include smiths instruments. Right round the clock, SMITHS are helping to guide 
traffic along the world's air routes ; helping thousands of aircraft to fly fixed courses at fixed altitudes, metic- 
ulously maintained by sensitive yet sturdy equipment; helping them to cover at least two million miles a day. 

AVIATION DIVISION I Canada Australia 

105, Scarsdale Road, 46/52, Ferndell Street, 
d»a/n>»£)u>iii<>n>>/s. Smith & Sons (Engl and) Ltd. | Don Mills, Ontario. Guildford, NSW 

KELVIN HOUSE, WEMBLEV PARK DRIVE, WEMBLEY, MIDDLESEX, ENGLAN D. AIRSPEED WEMBLEY TELEX: 25366 




TAPES ARE USED to check each Sergeant missile section and component as it is assembled and to isolate problem areas automatically. 
Control panel, right, uses push-button controls to provide go-no go indieab'ou and numbers indicate faults’ assembly. 


,i hand-operated hoist-weighing less 
than 200 II).. it can withstand 50,000 
lb. thrust force. 1 he launcher boom is 
extended, a section of this being folded 
down to serve as the pick-up for the 
missile's main components. An operator 
sits on the superstructure, controlling 
the loading operation by swinging the 
launcher boom up to 356-deg., if re- 
quired, using electro-hydraulic power 
to lift each section out of its container 
and move it rearward where the assem- 
bly crew guides the components together 
and locks them using fast-action swing- 
bolts. 

Components Checked 

Prior to the vehicles carrying missile 
sections departing to the launcher, each 
component is checked out bv plugging 
them into the OMTS for test. These 
procedures are handled without opening 
the waterproof containers. Should a 
failure be detected during this auto- 
matic checkout process, which isolates 
the faulty assembly, the entire section 
is lifted out using a crane on the 
OMTS. The assembly is replaced and 
a retest performed. 

Sergeant missile is made up of four 
major sections— the warhead section, 
the guidance section consisting bas- 
ically of an inertial platform, a com- 
puter and control assembly, the single- 
stage Thiokol solid-propellant motor 
of approximately -15.000 lb, thrust and 
associated ignition circuitry, and four 
control surfaces. 

Assembly procedure, which has been 
accomplished by six men in seven min- 
utes. places the motor in position on 
the zero-launcher first, hanging it on 
and locking it by three hooks. The 
guidance section follows, attaching to 
the motor with four quick-connect 
swingbolts. The warhead is then lifted 
into position and secured to the guid- 


ance section with four swingbolts. and 
finally, each of the four fins are lifted 
up, snapped into place and locked. 

Following assembly, electrical cables 
arc hooked up, connecting the system 
to a 110-shp. gas turbine, mounted on 
the launcher, and providing 40-kva., 


Sergeant Contractors 

Prime contractor— Sperry Utah Co., Di- 
vision of Sperry Rand Corp. 

Program manager— Army Missile Com- 
mand, Redstone Arsenal. 

Air brake actuators— Adel Precision 
Products. 

GTP70 gas turbine generators— AiRc- 
scarcli Manufacturing Division. Garrett 
Corp. 

3G52 & 3G100 field training system 
and classroom training system— Aircraft 
Armaments. Inc. 

Accelerometers— Bell Acrosystems Co., 
Illustrated parts catalogs— Butler Publica- 

Guidancc system synchro transmitter— 
Farrand Controls, Inc. 

Transport trailers & firing station enclo- 
sure— Fruchauf Trailer Co. 

Ground handling equipment— Hanson 
Bros.. Inc. 

Technical manuals— Kirk Engineering 

Guidance-fin servos— Power Equipment 
Division, Lear Siegler. Inc. 

Inertial guidance system gyros & war- 
head— Minneapolis-! looey well. 

Rocket motor cases— National Electric 
Division. H. K. Porter Co. 

Telemetry subcarrier oscillators— Vector 
Manufacturing Co.. Iuc. 

Magnesium east fins— Southgate Alu- 
minum & Magnesium Co. 

Motors— Thiokol Chemical Corp. 
Erector-launcher— Ling-Temco-Voiiglit. 


400-cps., a.c. power to activate the guid- 
ance system, programmer and asso- 
ciated electronic equipment. It also 
powers the freon-cycle refrigeration sys- 
tem that protects the electronics against 
heat build-up during countdown. A 
similar gas turbine generator system 
provides power for the launcher's elec- 
tro-hydraulic actuating system. During 
an average launch, each of the turbines 
consumes 6-7 gal. of the same combat 
fuel used by the transporting vehicle. 
Missile Firing Set 

Also located on the erector-launcher 
is the missile-firing set. This small en- 
closure houses equipment capable of ac- 
cepting firing data, generating firing 
parameters and inserting them in the 
missile, checking its computations and 
controlling the 20-min. automatic 
countdown and automatic firing. First 
24 min. of the 44 min. countdown arc 
not automatic. Simultaneous!)’ it con- 
tinuously monitors Sergeant readiness 
during countdown by making go-no go 
checks. All firing set operations are auto- 
matic after target and firing data are 
inserted into the control panel by the 
operator, missile assembly and receipt 
of firing data being completed concur- 

riring set operator completely self- 
tests the equipment and inserts the 
mission data. Should a malfunction oc- 
cur in the firing set, the operator can 
either pull the component and replace 
it with one from an identical bank on 
the opposite wall, or continue the mis- 
sion using the alternate bank. 

At X minus three minutes, the opera- 
tor evacuates the firing set, taking with 
him a remote control unit to monitor 
the remainder of the countdown from 
a position 250-ft. away. 

This remote control unit provides 
liim with the ability to override or stop 


AVIATION WEEK 


SPACE TECHNOLOGY, November 12. 1962 



SERGEANT missile launched by 3rd Mis- 
sile Battalion of 38th Artillery takes off 
from launch site at White Sands Missile 
Range, N. M- Guidance vanes are visible 
projecting into exhaust stream of Thiokol 
solid-propellant motor. Missile impacted on 
target slightly more than 75 naut. mi. away. 
Entire Sergeant missile re-entered without 
warhead separation. 


the firing sequence at any time. The 
firing set maintains capability of setting 
up an automatic hold should a mal- 
function occur during countdown. 

At X minus 85 sec., the Sergeant 
elevates five degrees., five seconds later, 
the launcher slews it to the proper azi- 
muth and elevates it to 75 deg. 

After launch, the Sergeant trajectory 
has three phases. An initial phase 
starts at "fire” and continues until mo- 
tor burnout— the 6,000-lb. of propellant 
is always completely expended regard- 
less of whether the missile goes 25 naut. 
mi. or its full 75-naut. mi. A mid- 
course maneuver begins at motor burn- 
out and lasts until the start of the final 
pitch-down maneuver. This maneuver 
carries missile to the target and lasts 
until impact of the complete missile. 

Motor burnout is accomplished in 
approximately 30 sec. after launch. 
Trajectory depends upon range— varying 
from a peak altitude of 1 3 mi. for min- 
imum range of some 25 naut. mi. to a 
27-mi. peak altitude on the maximum 
range of about 75 naut. mi. Trajectory 
is accomplished by comparing actual 
course with a preflight programed tra- 
jectory. 

During the demonstration launch, 
two holds of a non-tactical equipment 
nature were encountered, each related 
to telemetry instrumentation fitted to 
the Sergeant to provide additional 
tracking data during the shot. A faulty 
light on a control panel monitoring the 
telemetry' gear gave two false signals 
indicating malfunctions in the gear and 
the countdown was held up briefly each 
time while the problem was traced. 

Speed is supersonic, in excess of 2,000 
mph. Range is controlled using full- 
opening drag brakes hydraulically ex- 
tending from the missile body on com- 
mand from the programmer to vary 
speed as necessary to meet the mission 
objective. 

Sergeant construction includes alum- 
inum allov warhead, the section being 
explosive-formed and then welded into 
the required conical shape. Guidance 
section also is of aluminum construc- 
tion. being a sheet-metal torque-tube 
with longerons carrying the loads. Mo- 
tor case is a thin-wall steel component, 
made up of three cylinders welded in 
a single-pass longitudinally and circum- 
ferentially. Fins and control surfaces are 
of magnesium construction, using one- 
piece sections molded utilizing a sand 
process. The internal portions are cored- 

Amiy acknowledges that thus far 
there is a total of S500 million invested 
in the Sergeant program, including all 
development costs and production pur- 
chases to date and that the cost of out- 
fitting a battalion with all of its equip- 
ment, including the missile, now runs 
approximately S7.5 million. 


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AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 






Co., Ltd., above left, assembles empennage (shown), forward fuselage and aft sections. 


Japanese Begin Assembly of 177 F-104J Fighters 


Mid-fuselage for the F-104J is assembled at the Oye plant of Mitsubishi, above, prior to mating with other subassemblies at the Komaki 
plant (AW Nov. 5, p. 40). First all-Japancsc Slaughter is scheduled for delivery in January. Lockhecd-Califomia is building 23 F-104J 
and F-104DJ aircraft for the Japanese, to make a total of 200 for the Japanese Air Self Defense Force. 


AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 



Landing gear of on F-104J is tested at the Mitsubishi Komaki plant, above. Below, fuselage sections are mated on the final assembly line 
at the Komaki plant. Ishikawajima-Harima Heavy Industries Co., Ltd., assembles the J79 engines for the aircraft. All 177 Japanese-built 
F-104J fighter aircraft currently are scheduled to be completed by January, 1965. 



AVIATION WEEK and SPACE TECHNOLOGY, November 12, 







South Vietnamese aircraft practice close air support techniques above, in what USAF describes as a training exercise prior to counter- 
insurgency strikes against the Viet Cong. Aircraft appears to be a T-28. 


Vietnamese Train for Anti-Guerilla Air War 



Two T-28 aircraft in USAF markings By over South Vietnam during training mission against the Viet Cong. Below, an AD-6 of the 
South Vietnamese Air Force is ready for a counter-insurgency mission. Note mixed load of fragmentation bombs and rockets in launch- 
ers as well as star which is located under starboard wing of the aircraft. 



AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 




AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 


AVIONICS 


Fiber Optic Device Recognizes Signals 


By Philip J. Klass 

Washington— Small device made up 
of hundreds of vibrating optic fibers 
which can program itself to recognize a 
complex audio signal, to discriminate 
between different spoken words or to 
detect a sonar target buried in noise has 
been developed bv Sperrv Gyroscope 
Co. 

One of the experimental devices, oc- 
cupying a volume of one cubic inch, has 
the ability to store and recognize 500 
complex audio frequency signatures, and 
further size reduction is possible. In 
production, the cost is expected to be 
low. 

Sperry calls the device a ‘'Sceptron” 
(pronounced "septron”), an acronym 
derived from Spectral Comparative Pat- 
tern Recognizer. The device was demon- 
strated and its principles of operation 
were explained here by Robert D. Haw- 
kins of Sperry at the recent Office of 
Naval Research symposium on optical 
processing of information. 

Complex Signal 

Sceptron not only performs a func- 
tion that would require hundreds of 
conventional filters and a large storage 
capacity, but it ran program itself to 
recognize a complex signal without de- 
tailed knowledge of its characteristics. 

Device consists of an array of several 
hundred, or thousand, optic fibers with 
a diameter of 0.001 to 0.01 in. One end 
of the fiber is imbedded in a block and 
the other is left free to form a cantilever 
beam. The array has a superficial resem- 


blance to an ordinary toothbrush. Clear- 
ance space around each fiber permits it 
to vibrate as a cantilever independently 
of the others. The choice of fiber length 
and diameter determines its natural fre- 

To excite these fibers, an electromag- 
netic loudspeaker-type voice coil or pi- 
ezoelectric transducer is mounted under 
the array. When a signal in the audio 
region is applied to the transducer, the 
unsecured ends of some but not all of 
the fibers will vibrate. Which of the 
fibers vibrates depends upon the fre- 
quency (or frequencies) present in the 
input signal and the natural frequency 
of the individual fibers. The magnitude 
of their vibration is a function of the 
amplitude of the signal. 

A light source is located behind the 
block which secures one end of the 
fibers. Its illumination travels down the 
length of each fiber and emerges from 
its unsecured tip. The array of unse- 
cured tips faces a small photographic 
mask behind which is a photodctcctor 
cell. 

Basic (static) mask is prepared initi- 
ally by placing an unexposed film in 
position facing the array of fiber tips 
with no signal applied to the transducer 
and the tips in their neutral position. 
Light emanating from cacti fiber tip will 
create a black dot opposite each tip posi- 
tion when the film is developed. Else- 
where the negative will be transparent. 

When this processed static mask is 
installed between the tips and the pho- 
tocell, light from the fiber tips will be 
blocked from the photocell by the black 


dots, so long as there is no input signal 
applied to the transducer. However, 
when a signal is applied, causing some 
of the fibers to vibrate, their light will 
be transmitted through the translucent 
portions of the mask and impinge on 
the photocell. 

Signal Storage 

To use the Sceptron to detect the 
presence of a desired signal, or its ab- 
sence, a similar procedure is used to pro- 
duce a mask of the signal of interest. 
An unexposed piece of film again is 
placed in front of the array of fiber tips 
and the signal of interest is impressed 
on the transducer. This sets the fiber 
tips to vibrating in response to the fre- 
quency and amplitude of the impressed 

As the fiber tips vibrate, their pin- 
point beams of light will expose a 
trace which, when developed, produces 
a corresponding opaque area. 

If this developed mask is now inserted 
in the Sceptron, when the same signal 
is impressed on the transducer, causing 
the fiber tips to trace the same path, 
none of the light emanating from the 
tips of the beams will penetrate the 
mask. However, if a signal of different 
frequency is applied, a different group of 
beams will be set to vibrating and some 
of their light will penetrate the trans- 
parent portions of the mask to produce 
an output signal from the photocell. 
The amount of light that passes through 
this type of mask, called a "rejection 
mask." is a measure of the difference be- 
tween the programed (desired) signal 



AVIATION WEEK 


SPACE TECHNOLOGY, 



What name is on the first 1.5 Me recorder? 


AMPEX 


Here it is: a 1.5 Me per track, multi-track re- 
corder! And Ampex is the first to have it. It's 
called the FR-1400. It will give you the broad- 
est bandwidth yet in longitudinal recording. 
What’s more, it utilizes solid state electronics 
throughout— all in one rack. It has four speeds, 
each electrically switchable with no adjust- 
ments needed. And it comes with tape search 
and shuttle to provide quick data location and 
permit any portion of the tape to run repeatedly 
without operator attention. What about per- 



formance? Outstanding! It offers better rise 
time and minimum ringing on square waves, 
low intermodulation distortion, and improved 
flutter. Ampex also brings you a new 1.5 Me 
tape. In both you'll find the same engineering 
precision, the same superior quality, that has 
made Ampex first in the field of magnetic re- 
cording. Write the only company providing re- 
corders and tape for every application : Ampex 
Corp., 934 Charter St, Redwood City, I Aupcv I 
Calif. Worldwide sales and service. | . 




It looked good on paper, but... 


...this 19th-Century concept of an 
aerial navigation machine by H. 
Badgley was doomed to failure. 
Why? 

One reason was that the technical 
world of the time couldn’t write 
adequate materials specifications 
because the materials simply 
weren’t available. 

Today, designers can select mate- 
rials custom-fitted to many com- 
binations of mechanical, chemical 


and physical properties. Very 
often Nickel helps make these 
properties possible. 

Inco’s current research may well 
hold the answer to your diverse 
future needs. 

For example, you might require an 
alloy with a strength-to-weight 
ratio of 1,000,000 that can be 
hardened in heavy sections with 
a minimum amount of distortion. 
To solve this problem— and many 


others — look to alloys containing 
Nickel. 

We’ll be happy to send you engi- 
neering data to help you select 
the best material for specific aero- 
space applications. Write to Inco 
Application Engineering, outlin- 
ing your requirements. 

THE INTERNATIONAL NICKEL COMPANY. INC. 

67 Wall Street y ||<Cb^ New York 5, N. Y. 


InCO Nickel makes metal perform better longer 


and the one currently applied to the 
transducer, Hawkins said. 

If a maximum signal is desired when 
the impressed signal matches the pro- 
gramed signal, then an "acceptance 
mask” is used. This is a combination 
of the static mask and a negative of the 
rejection mask so that the desired trace 
area is transparent while all other por- 
tions of the mask are opaque. 

Word Recognition 

Hawkins demonstrated the use of a 
Sceptron for word recognition at the 
ONR conference here. Prior to the con- 
fcrcnce, Sperry had prepared an ac- 
ceptance mask for the word “five.” 
When the speaker whose voice had 
been used to make the mask counted 
from one to 10, a light flashed each 
time he uttered the word “five." The 
speaker tried to deceive the Sceptron 
bv uttering similar-sounding words 
such as "fine.” but it did not respond 
incorrectly. 

Particular Sceptron employed con- 
tained about 700 fibers responsive over 
the frequency range of 2 50 to 5,000 cps. 
More than half of the fibers were sensi- 
tive in the 250 to 1.200 cps. range 
which tends to dc-emphasize the sounds 
in the upper portion of the spectrum, 
Hawkins said. 

If it were desired to make the Scep- 
tron responsive to the voices and pro- 


nunciations of 10 different speakers, all 
10 voices would be used in the original 
mask preparation, Hawkins said. 

To compensate for variations in vol- 
ume level from utterance to utterance 
of any given word, Sperry used a second 
Sceptron containing a static mask. The 
ratio of the output from the static mask 
unit to the programed unit output was 
fed into a ratio detector to determine 
when the programed word had been 
spoken. Where multiple syllabic words 
must be recognized, several Sceptrons 
may be required in series to analyze 
each syllable. 

Previous experiments in recognition 
of spoken words have broken down even 
single syllables into a series of segments 
which are analyzed in time sequence to 
avoid the necessity of using an unwieldy 
number of band-pass filters. 

In sharp contrast, the Sceptron is able 
to perform spectral measurements on an 
entire word as an entity in real time. 
Hawkins says. It is capable of making 
thousands of frequency domain meas- 
urements sunultaneouslv. 

Since all phases of the input signal 
contribute to fiber motion, the device 
can discriminate between signals which 
arc outwardly similar but have subtle 
differences. Hawkins concedes that a 
large number of abrupt shifts in the 
spectral content of a signal to be recog- 
nized will require more than one Scep- 


tron unit. However, because of the high 
density filtering and storage achievable 
in the Sceptron, such capacity can be 
achieved within modest space limits. 

Spoken Word 

Because the spoken word contains 
much extraneous information about the 
speaker, the particular use of the word 
in the sentence and the physical en- 
vironment in which the word is spoken, 
it is one of the most difficult types of 
signals to distinguish, Hawkins said. 

In the belief that much more can be 
learned about the Sceptron and its capa- 
bilities with more readily controlled and 
understood signals. Sperry is currently 
conducting other types of recognition 

One of these experiments involves 
the use of the Sceptron to recognize 
printed letters and other visual images. 

In these experiments, the image to 
be recognized is scanned with a single 
photocell covering the field of the image. 
The signal waveform characteristic of 
the image is then produced and used to 
prepare a mask. Hawkins says that the 
very large information capacity of the 
Sceptron suggests that it may find use 
in recognizing hand-printed and hand- 
written characters which heretofore have 
been extremely difficult to handle with 
conventional automatic reading devices. 

Hawkins points out that the accept- 


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AVIATION WEEK 


SPACE TECHNOLOGY, 


ember 12, 1962 



MMMNT: 


Discovering ways to conceal vital military communica- 
tions from the enemy is a continuing aim at General 
Telephone & Electronics. 

Not long ago, our scientists and engineers developed a 
communications link that can be of vital importance in 
time of war. With this link, communications during air- 
borne refueling operations can be held without giving 
away position! 

The key to such a communication system is that it oper- 
ates at millimeter wavelengths. At low altitudes, the 
atmosphere causes the millimeter wavelength beam to 
attenuate rapidly, thereby limiting how far it carries. 
Just as important, it is possible to range-limit the beam 
even at high altitudes. So the communications are kept 
range-limited. 

Progress in distance-limited communications typifies 
the way the scientists and engineers of the General 
Telephone & Electronics corporate family are serving 
the nation. The vast communications and electronic 
capabilities of GT&E, directed through Sylvania Elec- 
tronic Systems, can research, design, produce, install 
and service complete electronic systems. These systems 
include detection and tracking, electronic warfare, in- 
telligence and reconnaissance, communications, data 
processing and display. 

That is why we say— the many worlds of defense elec- 
tronics meet at Sylvania Electronic Systems, Division 
of Sylvania Electric Products Inc., 40 Sylvan Road, 
Waltham 54, Massachusetts. 


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AVIATION WEEK > 


TECHNOLOGY, November 12, 1962 


AVIATION 


SPACE TECHNOLOGY, November 12, 1962 




AT NAVY SPACE 
SURVEILLANCE 
STATION STYROFLEX’ 
COAXIAL CABLE 
HELPS MAINTAIN 
CONSISTENT ANTENNA 
RADIATION PATTERN! 

Maintenance of a consistently ra- 
diated pattern, in which Styroflex® 
coaxial cable has a key role, is an 
essential requirement for the Navy 
space surveillance station at Lake 
Kickapoo, Texas. Pattern consist- 
ency is achieved by an automatic 
control system in which samples of 
the antenna feed power are trans- 
mitted from nine individual 62.5 
KW power amplifiers by means of 
directional couplers to central phase 
detection equipment. The samples 
are compared and used to automat- 


ically adjust the phasing of each 
power amplifier. 

Approximately 2600 feet of Vi- 
inch, Habirlene-jacketed Styroflex® 
cable, with a power loss of about 23 
db, is used to deliver one watt sam- 
ple signals from the nine directional 
couplers to the phase detection 
equipment input. All of the alumi- 
num-sheathed, air dielectric Styro- 
flex® cable was provided in pre-cut 
lengths and held to close electrical 
and mechanical tolerance. 

Each sampling cable was inserted 
in a plastic pipe buried underground 
with water circulated through it to 
assure equal temperature through- 
out the entire cable sampling sys- 



tem, in order to maintain electrical 
lengths to within x /i degree. Excess 
cable from the short runs was coiled 
and stored in the reservoir shown 
below. The cables received final ad- 
justments within of a degree of 
equality at the time of installation. 

Styroflex® coaxial cable was se- 
lected for this Navy “Spasur” sta- 
tion because of its outstanding 
transmission line qualities and great 
adaptability. These same qualities 
make this semi-flexible, low-loss, 
high frequency cable ideal for a 
number of commercial, industrial 
and national defense uses. 

Complete cable systems, includ- 
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be supplied. Whatever your require- 
ments may be, investigate the all- 
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ble — fabricated by Phelps Dodge 
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ancc and rejection masks do not have 
to consist of black and transparent areas. 
It is possible to have gray areas on the 
mask which result from limited exposure 
to light from a fiber tip. Under such 
conditions the mask would approximate 
the transfer function of the input signal. 
That is. a gray area on a positivc-tvpe 
mask would multiply the received light 
as a function of the stored signal. If 
the mask is a negative type, then the 
gray areas would, in effect, divide the 
received light as a function of the stored 

In experimental Sceptrons built to 
date, Sperry has tried glass and quartz 
optic fibers, ranging in lengths from 0.1 
in. to 1 in. and major diameters ranging 
from 0.001 in. to 0.01 in. Most experi- 
ments have used fiber arrays of about 
700 fibers in a J x £ in. face array. The 
companv has built an array of about 
1,000 fibers in a face area of only 0.03 
sq. in.. Hawkins said. The fibers in 
this array are sensitive to frequencies in 
the range of 3 kc. to 20 kc. 

As a cantilever beam, the optic fibers 
vibrate at two additional frequencies 
beyond the fundamental— 6.36 and 
17.53 tunes the fundamental which 
gives each three ranges of sensitivity. 
Additionally, because it is not possible 
to manufacture such tiny fibers with 
perfect symmetry about their longitu- 
dinal axis, each will vibrate along two 
orthogonal axes with slightly different 
resonant frequencies in each direction. 

Hawkins says that at the lower end 


of the frequency spectrum it is fairly 
easy to produce fibers with resonant 
frequencies of 100 cps., and with more 
difficulty they can be produced with 
resonant frequencies as low as 30 cps. 

Bandwidth of each fiber depends 
upon its mechanical "Q." which varies 
with the material used and the base 
material in which it is imbedded. Typi- 
cal values of “Q” arc about 125 at 200 
cps. and about 300 at 5,000 cps. 

Single large electromagnetic trans- 
ducer can be used to drive hundreds of 
Sccptron units stacked adjacent to one 
another. The piezoelectric type driver 
has the advantages of good linearity 
over the frequency range, low cost and 
ruggedness. But its high impedance re- 
quires a high-level input signal which is 
a disadvantage in some applications. 

Moving coil-type electromagnetic 
transducer has low impedance and 
power requirements, but its physical dis- 
placement falls off about 12 db. per 
octave for constant-voltage input. Thus 
it requires the use of an equalizing net- 
work to assure linearity over a wide 
audio frequency band, Hawkins says. 

Sperry has used photo-resistive type 
cadmium sulfide cells as the detector 
in Sceptrons built to date. These exhibit 
time constants of 40 to 400 milliseconds 
depending upon the intensity of the 
light source used to illuminate the optic 
fibers. In future models, Sperry expects 
to achieve a higher packing density 
which will increase illumination density 
on the cell and reduce its time constant. 



MAJOR 

AIRLINES 


PROTECT AGAINST 
IN-FLIGHT FAILURE 
with 


LISLE 


CHIP 
DETECTORS 



Ferrous particles in a lubricant 

ing breakdown. The Magnetic Chip 
Detector attracts these particles 
which bridge an electrically insu- 

a warning light on the instrument 

Early detection means constant 
protection against in-flight failure. 


AVIATION WEEK ond SPACE TECHNOLOGY, 


12, 1962 


101 


NEW AVIONIC PRODUCTS 



• X-band backward-wave oscillator, per- 
manent magnet focused Type HO-23, 
operates over frequency range of 8.2 to 
12.4 gc. (kmc.), provides 50 mw. min- 
imum power output. Helix voltage is 
1,200 v. Tube weighs 9 lb., measures 
31 in. dia. x Si in. long, is priced at 
SI. 300 and requires no cooling. Hug- 
gins Laboratories, Inc.. 999 East Arqucs 
Ave., Sunnyvale, Calif. 

• Tri-axis accelerometer, strain gage 
type No. 4-204, measures acceleration 
along three mutually perpendicular 
axes. Device is available with accelera- 



tion ranges of 2;5g to 500g. Gross- 
axis response is less than 0.0 lg per g for 
ranges through lOOg, according to 
manufacturer, and linearity and hystere- 
sis do not exceed 0.75% of full range 
output for each axis. Accelerometer 
weighs 7 ox., measures approximately 
2.2 x 2.3 x 1.8 in. Consolidated Elec- 
trodynamics Corp., 360 Sierra Madre 
Villa, Pasadena, Calif. 



• Cricket switch, snap-action type with 
differential travel of only 0.0005 in. be- 
tween open and close position, requires 


only 2 oz. or less operating force, ac- 
cording to manufacturer. Price is $1.15 
in quantities of 100 or more. Fansteel 
Metallurgical Corp.. Electrical Con- 
tacts and Specialties Div., North Chi- 
cago, 111. 


• Magnetic field probe for determining 
direction and densitv of fields in alter- 
nating magnetic fields. The probe is 



used with a.c. vacuum tube voltmeter 
and conversion formula to determine 
rms. gauss reading. Perfection Mica 
Company, Magnetic Shield Division, 
1322 No. Elston Ave., Chicago 22, 111. 

• Rare-earth glass laser rods, with 
pumping requirements as low as four 
joules and emission at 1 .06 microns, are 
available in cylinders or bars in lengths 
from one to 12 in., in diameters of J to 
1 in. Dielectric coatings reflect 100 pc. 
of radiation from one end of rod and 
about 98% from other. Eastman Ko- 
dak Co., Special Products Sales, Roches- 
ter 4, N. Y. 

• Photoelectric tape reader. Model 
7109, for synchronous or asynchronous 
operation at speeds up to 100 frames 
per second, available in eight or 16- 



channcl configurations, can be stopped 
on a single character or tape direction 
reversed upon command. Tape reader 
is designed to operate over temperature 
range of — 40F to 160F, under vibra- 
tion of up to 5g at 5 to 500 cps. and 
15g shock of 11 milliseconds duration. 
Tape reader measures 16 x 14 x 8.3 in., 
weighs 35 lb. and can handle up to 250 
ft. of tape. Honeywell Ordnance Divi- 
sion, Seattle Development Laboratory, 
5303 Shilsole Ave. N.W., Seattle 7, 
Wash. 


CAREER OPPORTUNITIES IN THE 

5 AREAS OF 

DALMO VICTOR 

SYSTEM 

CAPABILITIES 


The explored andunexplored regions of the 
future offer endless challenges. Dalmo 





1 AIRBORNE ANTENNAS Important link 








2 AEROSPACE TRACKING SYSTEMS 






4 MAGNETIC SYSTEMS Another Dalmo 





5 GROUND SUPPORT EQUIPMENT In 





The page opposite describes one of the 
many Dalmo Victor achievements. Sclen- 



□ An Equal Opportunity Employer O 


V 


and SPACE TECHNOLOGY, Novem 


102 


AVIATION WEEK 


12, 1962 


DALMO VICTOR’S "MAD" SYSTEM SPOTS UNDERSEA SUBS In the vast, almost unexplored regions of 

inner space, potentially hostile subs may roam. Quick detection of such activity is a key factor in the 
Navy's undersea warfare capabilities. □ Such a project is Dalmo Victor's "MAD" System.. . Magnetic 
Airborne Detection. This antisubmarine warfare system is an advanced product of DV's oceanographic 
section. The "MAD" vehicle, towed here by a Bell helicopter, carries a head sensitive to the earth's 
magnetic field. Sudden change in the known magnetic field indicates the presence of a submerged 
submarine. Surveillance can be continued indefinitely. □ This ASW system is another example of 
Dalmo Victor's integrated systems capability. DV is in the vanguard of new developments in our major 
product areas. If you are interested in becoming part of these challenging programs, Dalmo Victor cur- 
rently is accepting applications from qualified scientists and engineers. For further information contact: 
Director, Scientific and Engineering Personnel. 






Our AC brushless generators are available in models to suit any 
aerospace or ground application, and they have one big advantage. 



We have a complete line rated from 10 to 75 KVA. Each is a flawless piece of equipment. Each has 
inherent reliability. Each provides superior performance under ail conditions. Each is covered in a free 
brochure, “The Inside Story on Bendix Brushless AC Generators.” Send for it. Write us at General 
Products, Red Bank Division, The Bendix Corporation, Eatontown, New Jersey. 


Red Bank Division 




• Miniature digital encoder, Type RI- 
12M, one of new line of optical shaft 
position encoders and pulse tachome- 



ters, in size 15 synchro case (1 J in. dia. 
x 1 in. long), with up to 4,096 counts 
per revolution. Models are available 
with single or bi-directional counting 
and with zero reset. Output is 100 mv. 
into 10,000 ohm load. Wavne-George 
Corp., 322 Needham St., Newton 64, 

• Telemetry calibrator, model TMC- 
505, generates five calibration frequen- 
cies equally spaced from center fre- 
quencies of IS standard IRIG channels 



and maintains them to an accuracy of 
± 0.002% over many months. The 
calibrator can measure subcarricr dis- 
criminator linearity on all IRIG 
FM/FM telemetering channels simul- 
taneously in seconds, and can serve as 
secondary frequency standard for data 
reduction. It can be housed in a 19 X 
7 X IS in. rack space. Manufacturer: 
Panoramic Electronics, Inc.. 520 S. 
Fulton Ave., Mt. Vernon, N. Y. 

• Traveling wave tube, model WJ-237, 
a medium-power, periodic-permanent 
magnet focused tube designed for satel- 
lite transmitter applications has over-all 
efficiency including heater power from 
23 to 27%. Predicted lifetime in satel- 
lite environment is 70,000 hr. Manu- 
facturer: Watkins-Johnson Co., 3333 
Hillview Ave., Palo Alto, Calif. 

• Xenon flash tube, model FC-47, can 
supply 10,000 joules of energy over a 
continuous spectrum from infrared to 
ultraviolet and is especially deigned for 
exciting lasers. Tube has an arc length 
of 6.5 in. and requires 4 lev. (1,250 
microfarads) for maximum efficiency. 
Manufacturer: Edgerton, Gcnneshauscn 
& Grier, 160 Brookline Ave., Boston 
15, Mass. 

AVIATION WEEK and SPACE TECHNOLOGY, 




THIS MAN NEEDS HELP. 


He is sitting on a frictionless chair in a pitch-black room 
at the Life Sciences research facilities at Vought Astronautics 
Division. Robbed of all sensual references save the image 
within his eyes, he finds himself in the same predicament as 
a future astronaut trying to pilot his craft to an orbital rendez- 
vous with another object. ■ As his chair glides toward the 
target, he reports a collision course even though he will miss 
it by almost fifteen degrees. His estimate of the closing rate 
is dangerously over-confident. You would find he needed help 
— if you tried it yourself. ■ This experiment demonstrates 
Vought’s acute awareness of man in the space craft. 
Contracted and in-house studies are helping him learn to 
survive and work in the alien environment of outer space. 
Vought Astronautics is also at work on orbital rendezvous, 
the DYNA-SOAR nose cap, SATURN first-stage fuel tankage 
and is prime contractor of NASA’s SCOUT rocket system. 
Write today for the story of the concept-to-countdown 
capabilities of Vought Astronautics Division. 

CHANCE VOUGHT CORP. 

A DIVISION OF LING -TEM CO -VOUGHT, INC. 




November 12, 1962 


105 





Get new ideas in marine communications — 


CALL 

COIJJNS 


Today, all units of a Navy task forct 
by a high-speed information netwoi 
Collins data tr; 


:t to a combat situation almost simultaneously. _ The task force is synchronized 
the Naval Tactical Data System (NTDS). The system is linked together by 
and SSB radio equipment. □ NTDS gathers combat information from sonar and radar throughout 
the task force. Data is transmitted to the nearest of several task force computer centers. There it’s processed into an 
up-to-the-minute total tactical picture and relayed to the Task Force Commander and all unit commanders. □ Collins 
also has developed an airborne version of NTDS and a number of special-purpose voice and data communication systems 
for ships and Fleet aircraft. Collins Loran C receiving systems are providing information for navigation, cable laying and 
repair, ASW and other applications where continuous position fixing is vital. □ Collins marine system specialists may have 
already answered an important question you're facing now. Why not get in touch immediately with this outstanding 
source for ideas, equipment and installation service? Call Collins Radio Company . . . ADams 5-2331 in Dallas, Texas. 


FOR TOTAL 
SUPPORT 


before, during 
and after 
installation 

CALL 

COLLINS 

Get TOTAL support for your 
programs from support 
specialists — 

Collins Service Division, 
an independent operation 
geared to provide: 


SUPPORT ENGINEERING 
LOGISTICS PLANNING 
CUSTOMER TRAINING 

FIELD SERVICE 
ENGINEERING 

SPARES PROVISIONING 

PRODUCT REPAIR AND 
MODIFICATION 

TECHNICAL SUPPORT 
EMERGENCY SERVICE 
EQUIPMENT RENTAL POOL 


CALL COLLINS 

EMpire 5-8451 • Cedar Rapids, Iowa 

COLLINS 



• Transistor protector, providing both 
current and voltage protection, con- 
tains Microfusc in a three-terminal stud 
suitable for mounting on printed cir- 
cuit board. Transistor or diode, con- 
nected between two of the three termi- 
nals, in combination with fuse provides 
both over-voltage and over-current pro- 
tection. Littelfuse, Inc, Des Plaines, 
HI. 


• Subminiature inductor, 0.1 in. dia. x 
j in. long, in epoxy molded envelope 
with radial leads suitable for cordwood 
type construction, is available in 49 val- 
ues ranging from 0.10 to 1,000 micro- 
henries for operation over the tempera- 
ture range of — 55C to 125C at altitudes 
up to 70,000 ft. Manufacturer is Ny- 
tronics, Inc, 550 Springfield Ave, 
Berkeley Heights, N. J. 


• Photovoltaic readout cell for computer 
and control applications, Type HTA- 
121, has nominal output current of 275 



subjected to intensity of 500 foot- 
candles. Spectral response range is 0.4 
to 1.15 microns and operating tem- 
perature range is — 65C to 150C. Hel- 
iotek, 12500 Gladston Ave, Svhnar, 
Calif. 


■ iWlPF 1 - ' s 

FILTER CENTER ^ 

1 1 ooooo < 1 

► Radio Spectmm Use— New technical 
note, entitled "Efficient Use of the 
Radio Spectrum," prepared by National 
Bureau of Standards presents methods 
for determining required transmitter 
power in presence of noise and making 
efficient use of spectrum in presence of 
interfering signals. The Technical Note 
158 is available from Superintendent of 
Documents. United States Government 
Printing Office, Washington 25, D. C. 
for $2.00. 

► “Rat's Nest” Measures Laser Power- 
New type calorimeter to measure energy 
level of a laser beam has been developed 
by Westinghouse Electric’s Defense 
Center, Baltimore. The device consists 
of about 1,000 ft. of extremely thin 
wire which is loosely and randomly 
packed into a glass container that is 
silvered on its inner surface to prevent 
escape of energy. When beam strikes 
the “rat’s nest” of thin wire, it heats it 
almost instantly, changing its resistance 
which is measured by a galvanometer 
bridge arrangement. The new device 
will be marketed by Westinghouse Elec- 
tronic Tube Division, Box 284, Elmira, 
N. Y. 

► Soviet Book Describes Missile Guid- 
ance— English translation of an 831-page 
Soviet book on guidance and telemetry 
for ballistic missiles, satellites and air- 
craft, which is largely based on Soviet 
appraisal of foreign literature, is now 
available from Office of Technical Serv- 
ices, Commerce Dept, Washington 25, 
D.C. The book, called "Radio Con- 
trol” (despite references to inertial guid- 
ance of missiles), is identified by order 
number 62-1 17722 and is priced at 
$9.00. 

► Microcircuit Telemetry Project — 
Radiation Inc, Melbourne, Fla, will 
develop and build a pulse-code modu- 
lation telemetry system using thin-film 
and semiconductor microcircuitry under 
a $400,000 contract awarded by the Air 
Force Systems Command's Aeronautical 
Systems Division, Electromagnetic 
Warfare and Communications Labora- 
tory. Prototype is to handle more than 
100 channels of information and meas- 
ure less than 60 cu. in. in volume. 

► Univac Military Marketing Moves— 
Sperry Rand's Univac Military Division 
marketing organization will move to 
Washington from St. Paul, Minn, early 
in November. It joins growing list of 
aerospace and avionics companies which 
believe that marketing organization 
location should be near customer rather 
than the factory. 


107 


AVIATION WEEK 


SPACE TECHNOLOGY, Nc 


ar 12, 1962 




United's big jet fleet offers the most 
jetlift for men and materials 


This is United’s Satellite Terminal at Los Angeles . . . surrounded by Jet Mainliners loading passen- 
gers and materials. Similar scenes are repeated many times daily at United’s terminals in Chicago, 
New York and other cities across the nation. 

The reason United’s terminals are always so busy is this: United flies more jets to more U.S. 
cities than any other airline. 

It means United can offer frequent, convenient schedules for the movement of personnel and equip- 
ment -whether for small groups or shipments or a large number of men with full equipment. And, 
because every United Jet Mainliner* carries freight, men and materials can travel on the same plane. 

Next time you need to move men and material fast, call United Air Lines. 


WORLD'S LARGEST JET FLEET UNITED 


THE EXTRA CARE AIRLINE 



LIBRASCOPE AEROSPACE COMPUTER combines high capacity of unusual type of random access permanent memory and potentially 
high reliability and compact size of semiconductor microcircuits. Left, technician performs checkout at company's San Marcos, Calif., 
facility. Right, computer mockup indicates physical layout including modular memory, expandable from its 32 256-word module size. 


Space Computer Has High Speed, Capacity 


By Barry Miller 

Los Angeles— An unusually high-speed 
and high-capacity general purpose digi- 
tal computer intended for a wide range 
of possible aerospace applications will be 
introduced at the American Rocket So- 
ciety’s Annual Meeting and Space 
night Exposition here this week. 

Developed by Librascope Division of 
General Precision, Inc., and now in the 
prototype stage, the 20-lb. computer has 
a capacity of 8,192 words, each 2S bits 
long, and a clock rate of 20 me. This 
combination of light weight, high ca- 
pacity and high clock rate are expected 
to make the machine competitive for 
guidance, control and data processing 
functions in the next generation of aero- 
space vehicles. A version of this com- 
puter, which Librascope calls its L-90. 
was proposed to several bidders in the 
recent National Aeronautics and Space 
Administration competition for the 
Lunar Excursion Module. 

Tire new computer represents the 
company's assessment of all factors 
needed in a simple, flexible computer, 
capable of performing many aerospace 
functions, according to William E. 
Bratton, Librascope president. 

It has four times the effective mem- 
ory rapacity of the guidance computer 
for the Centaur booster, which Libra- 
scope supplies to General Dynamics/ 
Astronautics, (AW Dec. 26, 1960, p. 65) 
according to Dr. Donald L. Farr, man- 
ager of Librascopc's San Marcos branch. 
The L-90 is about 50 times faster than 



BLOCK DIAGRAM of L-90 computer indicates extensive use of glass delay lines to get high 
bit rates and access times. Computer weighs 20 lb., will occupy about 0.3 cu. ft. 


AVIATION WEEK and SPACE TECHNOLOGY, 


12, 1962 




Once again Douglas has been first to cross 
a new frontier in Aviation. With the 
maiden flight of its DC-8F “Jet TVader," 
first all-jet aircraft designed for cargo 
transportation, Douglas has brought new 
dimensions of speed, capability and econ- 
omy to air freight. 

The DC-8F’s performance is equal in all 
respects to that of the Series 50 DC-8, 
which has flown higher, faster, and farther 
than any other jetliner. 

It has a productivity potential of 75 mil- 
lion ton miles per year, seven times as 
great as the C-1I8A (DC-6A) and thirty- 
one times that of the C-47 (DC-3F) . 


As an end result of an extensive Douglas 
study of military cargo, a complete mili- 
tary loading system is available. This is 
designed for rugged use with unskilled per- 
sonnel, and incorporates pallets which will 
support five tons each. 

The DC-8F is crafted with emphasis on 
famed Douglas reliability, as demon- 
strated by C-47s, 54s, 118s, 124s, 133s, 
DC-3s, 4s, 6s, 7s and 8s . . . more than 
thirteen thousand in all. 

Based on the service records of these 
earlier Douglas transports, predictions are 
that the DC-8F will still be on the job a 
quarter of a century from now. 


FLYING NOW... 
WORLD’S FIRST 
JET FREIGHTER, 
THE DC-8F 


DOUGLAS BUILDS GREAT TRANSPORTS 


ORTS ✓ 

jsC. 


DOUGH _ 

(2>*C~Saircfiaft division 


PROVEN 

in the shop 
and in space 


A 


CM-R 




most 

dependable alloy 
in use today 
in the 

1200°- 1800° F 
range 


CM-R 41 is a remarkable alloy. No other high temper- 
ature alloy used in production today equals its tensile 
strength. In other properties, too, CM-R 41 is far ahead 
of the field and it is available in all wrought forms. 

Cannon-Muskegon is a remarkable company. From 
our own melt shop (where the heart and personality 
are cast into the ingot ) to the various high quality mills 
where further processing is performed, the metal is un- 
der the close personal attention of experienced engineers. 



long been active in alloy development — even to the 
point of being instrumental in the development of 
CM-R 41 alloy itself. 

For further details on CM-R 41 write for Technical 
Bulletin No. 86. 



CANNON-MUSKEGON CORPORATION 

2287 Lincoln Avenue • Muskegon, Michigan 
METALLURGICAL SPECIALISTS 


the Centaur computer and it almost 
halves the 73-lb. weight of the Centaur 
computer box. 

The Centaur computer was an adap- 
tation of the AN/ASN-24 developed by 
Librascope about five years ago under 
USAF Aeronautical Systems Division 
sponsorship (AW May 25, 1959, p. 
124). Other versions of this same basic 
computer went into other projects and 
currently are earmarked for the Lock- 
heed C-l 41. 

Just as the company developed and 
produced a basic AN/ASN-24 with a 
potential to grow and be applied to 
other systems, so it plans to try to repeat 
that pattern with the L-90 for airborne 
and space systems that may be opera- 
tional a decade from now. 

The L-90 system is unusual in sev- 
eral respects, including: 

• Semiconductor microcircuits — L-90 
will employ semiconductor microcircuits 
for logic and gating functions because 
of the potentially high reliability of 
these devices made possible partly by 
the diminution in the number of hand- 
made connections among parts and 
partly because of the inherent poten- 
tial advantages of semiconductor tech- 
nology. In all, about 800 of the 1,200 
component parts in the machine will 
be semiconductor microcircuits. The re- 
mainder will be a mixture of conven- 
tional devices and 40 thin film micro- 
circuits. The use of microcircuits re- 
duces the machine’s component parts 
count— an equivalent system, using 
individual, conventional components 



Honeycomb Lens 

Antenna lens used in AN/SPG-49 shipboard 
radar for Talos missile employs molded plas- 
tic-impregnated glass fiber honeycomb, com- 
posed of 4,100 cells which are coated with 
silver to make it electrically conductive. 
Developed by Sperry Gyroscope, new metal- 
lized plastic lens has twice the gain of ear- 
lier metal version and weighs considerably 



Glide Angle doubt 

is permanently out ... 


with Sylvania’s Visual Glide Slope Indicator 


Here’s the remarkable new lighting system that makes landings safer and 
easier than ever before. It’s the Sylvania Visual Glide Slope Indicator. 
Now being installed at major metropolitan airports. Veteran pilots praise 
it. Here’s how it works. 

When a pilot comes in too high, he sees a double bank of white lights on 
either side of the runway. When he comes in too low, he sees a double 
bank of red lights. When he comes in just right, on the correct glide slope, 
he sees one bank of red and one bank of white. It's a major advance in 
airport safety, and it’s ready to work for you now. Conforms to appli- 
cable FAA and military specifications. 

Whatever your airport lighting problems, Sylvania has the lighting system 
and technical assistance to solve it. For information write to Special Prod- 
ucts Division, Sylvania Electric Products Inc., Estes Street, Ipswich, Mass. 


SYLVANIA 


GENERAL TELEPHONE s ELECTRON 70S 


AVIATION WEEK 


SPACE TECHNOLOGY, 


it 12, 1962 


113 








We are heavily involved in exotic instrumentation. 



A case in point is cryogenics. 


In modern, fully equipped cryogenic development labora- 
tories, a unique combination of Bendix experience is 
available to help meet your cryogenic instrumentation 
requirements. Our experience includes 11 years— liquid 
hydrogen, 23 years— liquid oxygen, and 42 years— 
precision instrumentation. 

Perhaps one of your requirements is the precise 
measurement of temperature between 20°K and 400°K 


with digital readout. We can meet this and other cryo- 
genic instrumentation requirements. 

In addition to cryogenics, we are also active in the 
development of life support systems (both aircraft and 
manned missiles), propellant measurement and control, 
precision special-purpose electronics. 

Tell us what you are working on. Tell us what you need. 
Let us help you. Write us in Davenport, Iowa, Dept. A.P.R. 


Pioneer-Central Division 


would require 6,800 components instead 
of 1,200. Even the 6,800 figure is a low 
one, a consequence of the type of mem- 
ory and arithmetic unit designed for the 
L-90. 

Thus, reliability should be im- 
proved by the attempt to minimize the 
number of components and by the in- 
troduction of microcircuits. 

• Pcnnanent, random access, modular 
memory— A permanent, nondestructive 
random access memory with a capacity 
of 8,192 28-bit words is employed in the 
machine. Clock rate is 20 me. and in- 
formation rate is 4 inc. The memory is 
composed of 32 individual plug-in mem- 
ory modules of 256-word capacity, logi- 
cally organized into 512 words. Word 
length can be electrically altered and is 
programmable. 

In the memory, information stored in 
magnetic areas along wires is interro- 
gated by disturbing the areas by sonic 
waves passed down the wire. For propri- 
etary reasons, the company is reluctant 
to describe the memory in detail other 
than to point out that it is what Libra- 
scope believes to be the first practical 
application of a technique previously 
reported. A key feature of the memory 
is the company’s claim that it is insensi- 
tive to temperature and vibration varia- 

Another consequence of this type of 
memory, according to Farr, is that all 
of the circuitry associated with selection, 
retrieval and amplification of informa- 
tion from the memory would take only 
750 components if conventional compo- 
nents were used. This number is roughly 
comparable to that required for a drum 



Two new CEC 

Piezoelectric 

Accelerometers 


The finest 

instruments available 



Infrared Communicator 

battlefield communications, provides ranges 
up to 10 mi. Model 52 shown weighs less 
than 11 lb. and includes built-in speaker 
which serves as microphone. Fonr-power 
telescope is used to align infrared beam 
with other station and also serves as handle. 
Manufacturer of the communicator is Ray- 
theon, Santa Barbara, Calif. 


for dynamic 

acceleration measurement 


These are CEC's 4-270 and 4-271 Piezoelectric 
Accelerometers . Inside each instrument, a 
precision honed sphere point-loads the piezo- 
electric crystal. This unique employment of 
point-loading guarantees isolation of the sens- 
ing element — lets you actually receive the 
great sensitivity inherent in the piezoelectric 
effect. Guaranteed are: the highest first reso- 
nance and lowest cross axis sensitivity obtain- 
able from this advanced-type instrument. Also 
promised are minimum case sensitivity and 
negligible response to acoustic noise. Instru- 
ments measure dynamic accelerations and 
shocks up to lO.OOOg in the frequency range 
from 2 to 7000 ops and 7 to 8000 cps. For 
complete information, write for detailed speci- 
fications contained in CEC Bulletins 4270-X1 
and 4271-X1, or call your CEC office. 


CEC 


CONSOLIDATED ELECTRODYNAMICS 

PASADENA. CALIFORNIA • A SUBSIDIARY OF BELL & HOWELL 


AVIATION WEEK ond SPACE TECHNOIOGY, 


12 , 




The powerful STOL Hercules can operate from short, rough, hacked-out 
strips anywhere on earth for counter-insurgency airlift operations. 


Ten-ton STOL for TAC — now! 

There seems to be no limit to the different kinds of work the Lockheed C-130 Hercules can 
do. Now the famous big bird is an STOL transport, too. 

Lockheed-Georgia engineers have come up with design changes that enable the famous 
workhorse Hercules to achieve STOL performance requirements for the military services. 


The STOL Hercules is ready to go into production immediately to give the Tactical Air 
Command effective airlift for ground troops — to provide STOL performance plus straight-in 
rear loading at truck-bed height; rough-field landing and takeoff; and ability to air-drop para- 
troops and large cargoes. LOCKHEED-GEORGIA COMPANY 



VIBRATION 

TESTING 

TAKES 

EQUIPMENT 



AEROTEST'S 

28,000 FORCE LBS. C210 


New at Aerotest Laboratories is an MB 
Model C210 vibration system capable 
of testing the very largest electronic 
packages . . . including complete space 
vehicles. Incorporating all latest design 
improvements in shaker, compensation 
consoles, amplifier and controls, it is 
one of the largest vibration testing sys- 
| terns available at any independent 
laboratory. 

Random peak force is 84,000 lbs. — 
over 200 g’s. Frequency range is 5- 
2000 cps. Maximum amplitude is one 
inch D.A. Associated equipment in- 
cludes tape transport system with 
automatic wave analyzer capable of 
simulating any random vibration pat- 
tern... including those received by tele- 
metering missile or rocket launchings. 
Additional shock, vibration and acceler- 
ation equipment is available for per- 
forming a full range of reliability or 
qualification tests on smaller sizes and 
types of aerospace packages or compo- 
nents. Aerotest's facilities include com- 
plete equipment for simulating both 
natural and induced environments; py- 
rotechnic testing equipment; LOX 
cleaning; complete gas dynamics and 
propellants labs for exotic and cryo- 
genic fuels and oxidizers. 


B erotest 

LABORATORIES, INC. 

Comae Road, Deer Park, Long Island, N. Y. 


memory but less than other solid-state 
memories for airborne use. 

• Modular construction— Modular con- 
struction of the memory and input and 
output devices permits an expansion or 
a reduction of the machine to meet 
large or minimal requirements. 

The computer has 105 microsecond 
multiple and 203 microsecond divide 
time and can add or subtract at the rate 
of 71,000 operations per second (add 
time is 7 microseconds). These figures 
include input and output buffering but 
not conversion. It is designed for 
operation over a temperature range 
from —5 SC to +125C and can handle 
either synchronous or asynchronous 
operations. 

In developing the computer, a three 

S ' rse timetable was followed. Farr says, 
is included: 

• Phase 1— In this phase high-frequency 


operation and the logic concepts were 
verified and a laboratory breadboard 
model operating at 16 me. clock rate 
was fabricated. Completed last spring, 
this model used commercial circuits. 

• Phase 2— Prototype machine for labor- 
atory evaluation, using a combination 
of semiconductor microcircuits and 
multi-chip devices, was built and cur- 
rently is being checked out. Original 
intention was to utilize multi-chip de- 
vices-about five semiconductor chips 
mounted on a single multilead header 
—in this phase, but when the vendor 
failed to deliver components on sched- 
ule, Librascope substituted semicon- 
ductor microcircuits for the logical gat- 
ing networks. These were connected 
with companion components in small 
welded modules which were mounted, 
as they will be in the final configura- 
tion, on the inside walls of the com- 


AVIATION WEEK and SPACE TECHNOLOGY, 


12, 1962 



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New Navy radar for research on missile and space target detection, recently completed at 
Naval Research Laboratory’s Chesapeake Bay Annex near Washington, will be used to 
track missiles launched 640 mi. away at Cape Canaveral and rockets launched from nearby 
Wallops Island facility of NASA. Radar initially will operate at frequency of 138.6 and 
435 me. but is designed to permit operation at 1,400 me. The 150-ft.-dia. paraboloidal 
reflector shown has 90 deg. of elevation motion and 360 deg. in azimuth. 

AVIATION WEEK and SPACE TECHNOLOGY, November 12. 1962 


puter case. The modules are intercon- 
nected by a welded wire matrix. Basic 
clock rate for this machine is 20 me. 

• Phase 3— A final flvable computer, 
using semiconductor microcircuits will 
be fabricated and is expected to be 
ready for flight tests with an inertial 
platform, made by Kearfott. a sister di- 
vision of Librascope, next fall. The 
basic computer design work is com- 
pleted and a prospective microcircuit 
supplier was selected recently after a 
vendor evaluation. 

Arithmetic Center 

Arithmetic center and arithmetic 
control for the computer uses a single 
glass delay line in a recirculating mode, 
plus associated elements. By interleav- 
ing bits, five individual arithmetic and 
control registers arc contained on the 
single delay line, which provides for 
short access times and high bit rates. 
This register interlace pattern divides 
the 20-mc. clock rate by the number 


of registers, giving a 4-mc. bit rate tor 
each register. 

The computer operates in a serial 
(serial) single address mode; that is, it 
is serial by word and serial by bit. 
Temporary Memory 

Its temporary, or scratch pad, memory 
and an input/output data storage sec- 
tion with a capacity of 260 28-bit words 
on eight glass delay lines is expandable 
to double normal capacity by the addi- 
tion of modules. 

Also included in the computer is an 
auxiliary computing unit, called a 
sigmator, that can perform basic ex- 
trapolations. For example, it would be 
able to sum pulses from an accele- 
rometer. If it were receiving velocity 
information, it could integrate this once 
to determine position. A glass delay 
line in the sigmator can accept asyn- 
chronous pulse data and integrate these 
at rate of 11,000 iterations per second. 

Librascope plans to package the en- 


Navy Radar to Track Canaveral, Wallops Launches 


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on target with Minuteman rocket cases-More than four years ago, Allison started developing steel 
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reliability record. Now our creative engineers and scientists are working on titanium cases . . . plastic cases, 
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.\I I i«soi 1 


121 




4-DAY HOME FOR FIRST LUNAR EXPLORERS 

The “moon bug,” more formally known ns the Lunar Excursion 
Vehicle, will ferry the first two of NASA's lunar visitors from an 
orbiting Apollo spacecraft to the moon's surface. 

For as long as four days, the two astronauts will explore the moon 
— one of man's most incredible scientific opportunities — using the 
“moon bug" as home base. Then they will rendezvous with the 
mother ship, in which a third astronaut will have been circling 
the moon. They will re-enter the Apollo command module, jettison 
the “moon bug" and head for Earth, 

It will happen before this decade is over. 

This venture and NASA's many other advanced projects require 


scientists and engineers with the highest quahfieations. If you are 
interested in employment with NASA, please send a resume to 
Personnel Officer, Dept. NA-5, of: NASA Headquarters (BPH), 
Washington 25, D. C.; NASA Goddard Space Flight Center, Green- 
belt. Abb; NASA Langley Research Center, Hampton, Va.; NASA 
Lewis Research Center, Cleveland, Ohio; 

NASA Marshall Space Flight Center, Hunts- 
ville, Ala.; NASA Ames Research Center, 

Mountain View, Calif.; NASA Flight Research 
Center, Edwards, Calif.; N ASA Manned Space 
Craft Center, Houston, Texas; NASA Launch 
Operations Center, Cocoa Beach, Florida. 

NASA IS AN EQUAL UITU11TLN1TV EUPLOVER (U. 8. CITIZENSHIP ESSENTIAL) 



" Make the meshes of this net one-eighth wide. 

A should be of immature fir wood, 
light and possessing its bark. B should be 
fustian pasted there with a feather to 
prevent it from coming off easily. 

C should be starched taffeta . . . 

and as a test, use thin pasteboard." 



but by days and weeks. 

If you are challenged by "imagining the things that are to be," learn 
more about General Dynamics | Astronautics and its role in space. 

Use the convenient inquiry form attached, or write to Mr. R. M. Smith, 
Chief of Professional Placement and Personnel, Department 130-90, 

( ~T 1 1 1 1 I I \ General Dynamics | Astronautics, 5775 Kearny Villa Road. San Diego 12. 

> II II II J c - ■ 

GENERAL DYNAMICS | ASTRONAUTICS 




ADVANCED ELECTRONIC SYSTEMS 

pelled space vehicles, carlh-to-moon logistics bus. and space 
stations. Experience should include advanced design work in 
such electronic areas as guidance, communications, telemetry, 
data processing systeins. antenna systems, or electronic ground 

OPERATIONS AND SYSTEMS ANALYSIS 

Projects involve the study and development of advanced ballistic 

and space systems. Responsibilities include advanced systems 
planning, conceptual design, and systems evaluation. Advanced 
degree preferred; three years of appropriate experience required. 

AEROTHERMODYNAMICS ENGINEERING 

Responsibilities include development of design criteria and per- 
formance of methods development in the area of thermodynamics. 
Particular emphasis is on re-entry heating, heat dissipation in free 
space, and aerothermal heat sources. A degree in ME or AE and 
two years of experience required. 


STRUCTURAL DESIGN 

Positions involve the design of airborne structures, including fair- 
ings. fixtures, and basic missile body structures. A degree in AE or 
ME plus aircraft or missile structural design experience required. 

WEIGHTS ENGINEERING 

Assignments involve working with predcsign, design, and test 
functions to control system and vehicle weight and balance. A 
degree in engineering or physics, plus two years of experience in 
the establishment of system and component weight allowances and 

GUIDANCE ANALYSIS 

Responsible for the development of families of equations for 
guidance of space boosters and simulation of vehicle and guidance 
system performance by application of digital computer tech- 
niques. A BS or MS in engineering or mathematics required. 


FLIGHT MECHANICS 

Positions are in a newly organized Flight Mechanics Development 
Section. Programs include aerospace vehicle guidance and auto- 
matic control, aeroelaslicity, and aerophysics. Responsibilities of 
the Section also involve technical analyses and simulation work 
in support of all space vehicle programs at Astronautics, An- 
alytically talented graduate engineers at all levels of academic and 
professional achievement are required. 



Gllli I) 


GENERAL DYNAMICS | ASTRONAUTICS 


tire computer into a 4S in. x 1 1 in. x 
14 in. gold plated magnesium case (in- 
cluding flanges), the sides of which are 
removable. The case occupies about 
0.3 cu. ft. and memory modules account 
for roughly half of the 20-lb. over-all 
weight. 

The memory modules, which dissi- 
pate a negligible amount of power 
(about 5 of 30 watts for entire system) 
plug into a wired interconnection matrix 
on the base of the case. The heat gen- 
eration elements of the computer are 
mounted along the inner walls of the 
case surrounding the memory. Indi- 
vidual components and microcircuits, 
which will probably be packaged on 
multi-lead transistor headers, are in turn 
packed into small cube-like welded 
modules which arc interconnected by 
welded wire matrices on the computer 
walls. 

As indicated in an accompanying 
photograph, the scratch pad memory 
and associated avionics are attached to 
one wall, the arithmetic center and con- 
trol center on another, the memory 
circuits along the back wall. In the 
middle are the memory modules. 

Field maintenance would be per- 
formed on the "wall" level by replacing 
the entire wall of the computer if a 
fault is located and returning the wall 
to a checkout center where the faulty 
module could be replaced. 



An entire range of aerospace appli- 
cations, including space and missile 
boosters, manned and unmanned space 
vehicles, aircraft and ballistic missiles, 
are being suggested by Librascope for 


the L-90. One of the more intriguing 
ideas, however, involves the usurpation 
by the computer of functions which arc 
normally reserved to other elements of 



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AVIATION WEEK and 


TECHNOLOGY, Nc 


125 





| DISPLAY SYSTEMS | In just a few seconds, or even less, command control centers can 
observe intelligence data as it develops in far-distant areas — friendly factors and hostile 
factors — all in convenient, graphic form, projected on a screen 30 feet square. Much of the 
data received, whether in digital or analog form, is charted dynamically and can be seen instantly 
by those present. Such is the proven capability of Kollsman Information Display Systems, 
which also provide an automatically plotted record of incoming information, and provision 
for injecting written commands into the pi'ojected image. Reliability and easy maintainability 
are inherent in the systems, now available for commercial and military requirements. 

Aerospace Ground Equipment 

Celestial Navigation 
Display Systems 

Optical Electronics 

Advanced Research 

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AERONAUTICAL ENGINEERING 


Indians Supplied by Jet-Augmented C- 1 1 9s 

By David H. Hoffman 
Washington— Indian troops fighting 
in the Himalayan highlands are being 
supplied by Fairchild C-119 transports 
with jet thrust augmentation— the only 
aircraft in India’s air force that can 
climb oyer mountains to areas invaded 
by Chinese Communists to airdrop 
heavy cargo (AW Nov. 5, p. 26). 

India has a total of 53 C-119s, but 
only 27 are being retro-fitted with 
Westinghouse J34 turbojets and six of 
these arc now in service. Since fight- 
ing broke out along India's northeast 
frontier on Sept. 8, this small fleet has 
been shuttling vital equipment between 
lowland depots and Indian army out- 
posts in the mountains. Aircraft are 
operating routinely from a 4,000 ft. dirt 
strip 3,500 ft. above mean sea level 
with the aid of jet power. 

Standard C-119s in the U. S. Air 
Force Reserve inventory are powered 
either by two Pratt & Whitney R4360 
Turbo Compound engines or by two 
Wright R3350s. Each piston power- 
plant develops 3,500 hp. But pilots 
have consistently complained that the 
C-1 19 is a marginal performer on single 
engine, especially when altitude must be 
preserved to avoid high terrain. 

To remedy this problem, and to give 
the aircraft extra altitude capability, 
India contracted with Stcward-Davis, 
Inc., of Long Beach, Calif., for jet 
thrust augmentation (AW Nov. 5. p. 
26). 

A single J34 mounted on top of the 
C-119's center wing section gives the 
Indian aircraft 3,400 lb. of added 
thrust. According to Steward-Davis, to- 
tal retail cost of this installation is 
$59,000, but discounts are offered cus- 
tomers who order in quantity. 

Here arc some specific performance 
comparisons between the unmodified 
C-119 and the aircraft equipped with 
the Stcward-Davis "JetPak:” 

• Standard C-119, during tests in India, 
took off at 70,000 lb. gross weight and 
climbed to 23,000 ft. in 36 min. C-119 
with thrust augmentation took off at the 
same weight and, using identical piston 
power settings, reached 23,000 ft. in 17 
min. Although its J34 was kept running 
throughout this climbout, the jet- 
equipped C-119 consumed 250 gal. less 
gasoline than the standard aircraft be- 
cause of its shorter time to climb, ac- 
cording to Steward-Davis. 

• Single engine performance of the 
C-119 with thrust augmentation far 
exceeds that of the unmodified aircraft. 
At a gross weight of 77,000 lb. with one 
piston engine feathered, the jet- 



AVIATION WEEK ond SPACE TECHNOLOGY, Nc 


sr 12, 1962 


127 




equipped C-119 matches tiie single en- 
gine performance of a standard aircraft 
weighing only 53,000 lb., Steward-Davis 
says. In addition, a standard C-119 
weighing 60,000 lb. is unable to main- 
tain altitude on single engine with 
METO (maximum except takeoff) 
power when flying in relatively warm air. 


With a JetPak, the same aircraft can 
climb at 420 fpm. on one piston engine. 

Main thrust of the Chinese offensive 
against India has come through the 
Himalayas east of semi-autonomous 
Bhutan state. About 150 mi. to the 
south, the Brahmaputra River parallels 
the combat zone on an east-west course. 



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Along its broad valley are about 10 
abandoned airstrips, built by the U. S. 
and the United Kingdom during World 
War 2 to anchor the airlift over the 
Himalayan "hump" into China. 

From some of these airports C- 1 1 9s 
arc hauling supplies to army units in the 
highlands to the north. On the Ladakh 
front, near India's northernmost tip, 
C-119s arc staging from the air base at 
Srinagar where supplies are being col- 
lected for the Army. The border buffer 
states of Bhutan arid Nepal lie between 
the two combat zones. 


Clam-Shell Doors 

Aft end of the C-119’s cargo com- 
partment is enclosed by clam-shell 
doors, which are removed on the ground 
for heavy equipment drops. But re- 
moval of these doors has a decidedly 
adverse effect on C-119 performance. 
USAF Reserve aircraft, for example, are 
allowed to take off at a maximum 
weight of 68,000 lb. with their clam- 
shell doors on, and at only 58,000 lb. 
with these doors off. 

With doors discarded for airdrops, 
Indian jet-equipped C-119s are leaving 
the runway at 70,000 lb., by contrast. 
In all configurations, addition of the 
JetPak cuts takeoff roll by at least 16%. 

In July, 1961, Steward-Davis signed 
a preliminary contract with the Indian 
government to retrofit one C-l 19 with 
a J34. This was delivered on Oct. 10, 
and on the basis of operational tests, a 
second contract was signed last Febru- 
ary under which Steward-Davis agreed 
to supply JetPaks for an additional 26 
aircraft. "Actual installation of the J34 
has been accomplished in India under 
Steward-Davis supervision. 

Over-all modification entails about 


128 


AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 



300 man hours and can be completed 
by five experienced mechanics in eight 
working days. Steward-Davis now is 
delivering JetPak kits to India at the 
rate of five per month and predicts that 
by the end of this year, it will have 
fulfilled the current contract. 

Not until next February will all 27 
be available for service against the 
Chinese, under the present schedule. 

Meanwhile, Steward-Davis is nego- 
tiating to modify the remaining 26 
C-l 19s in the Indian fleet, a job it says 
could be finished by March. It is also 
proposing an assault version of the 
C-l 19, which would have the centrally 
mounted J34 plus two other J34s slung 
on under-wing pylons. 

To gain greater STOL performance 
which standard C-l 19s lack, this follow- 
on version of the aircraft would incor- 
porate a drag-parachute braking system. 
Ailerons and flaps would be given a 
full-span droop of several degrees to 
increase available lift. Tip tanks would 
be added to retain range despite the 
extra engines. Landing gear and por- 
tions of the empennage would be 
strengthened structurally to permit car- 
riage of greater payloads. The large 
wheel wells in the C-l 1 9 nacelles would 
be covered by doors to decrease drag 
on takeoff. Aerodynamic cleanup would 
be undertaken to rid aircraft of parasitic 
drag wherever practicable. 

Such a transport, Steward-Davis be- 
lieves, would have excellent short field 
performance. On days with the tem- 
perature 30C above standard, the as- 


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Work Stand 


Portable aluminum work stand consisting 
of four comer towers, bridged by long span 
planks is shown straddling the rudder and 
stabilizer assembly of a United Air Lines 
Boeing 720 at its San Francisco maintc- 

Up-Riglit Scaffolds, Berkeley, Calif., arc an 
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one on top of the other to 37-ft. height. 


AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 


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This tiny spot of light — produced by an 
advanced Hughes laser — is the symbol of a 
"quiet revolution” now rising in the dec- 



phenomenon which stirs the imagination 

beams arc almost perfectly parallel — much 
like monochromatic “pipes of light.” 
Hughes scientists and engineers, develop- 
ing this unique characteristic, haw already 
demonstrated a coherent light radar — 
Colidar — which predicts radar systems ca- 
pable of discriminating between button- 
size objects at several miles range. Apply- 

systems could extend man’s intelligence 
far into unknown space. 

Second, coherent light can generate equiv- 


alent temperatures in the order of millions 

could transmit energy — for example, to a 
satellite’s power source. Hughes welding 




Significant as they are, these accomplish- 

In 1960, Hughes demonstrated the first 
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all three types of lasers — solid state (e.g. 
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Creating a new world with electronics 

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liquid. While uncovering the secrets 
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sault C-119 could still operate from 

1.000 ft. strips at weights as high as 

60.000 lb. 

If a 1,500 ft. strip were available, 
such a C-119 could use it at a gross 
weight of 80,000 lb., Steward-Davis 

According to the company, the 26 
unmodified C-l 19s in India’s air force 
could be re-worked as assault transports 
for less than 55 million. Cost of a single 
retrofit would approximate 5165,000. 
By May, it estimates, 10 to 20 aircraft 
could be modified, assuming a prompt 

C-119 Underpowered 

Herbert Steward, president of Stew- 
ard-Davis, believes that the C-119 is an 
efficient, simple to fly, easy to maintain 
aircraft designed for a specialized role 
in combat. As such, he told Aviation 
Week, it lacks real competition. The 
C-119’s major flaw— and on this point 
most C-119 pilots are agreed-is that 
the aircraft is underpowered. Steward 
feels addition to the JetPak corrects this 

Wcstinghouse discontinued J34 prod- 
uction several years ago. In the interim, 
Steward-Davis purchased all manufac- 
turing rights on the engine. It also 
bought the type certificate and manufac- 
turing rights for the Fairchild C-82, 
forerunner of the C-119, and has 
equipped several with JetPaks for com- 
mercial customers. A program aimed 
at obtaining Federal Aviation Agency 
certification of the augmented C-82 as 
a domestic airfreighter now is under 

'To mount a J34 atop the C-119, 
Steward-Davis first removes a section 
of the skin on its center wing panel. 
An adapter then is fastened to the front 
wing spar. 

Three bolts link the J34's small, ver- 
tical pylon to the adapter plate. Instal- 
lation of the adapter is the one struc- 
tural modification required for the ret- 
rofit. 

Only the J34's nacelle and pylon pro- 
trude above the C-119's wing; other ac- 
cessories are housed inside the fuselage 
on a small deck located aft and above 
the cockpit of all standard 1 19s. A lad- 
der leading upward from the floor of the 
C-119’s cargo compartment makes this 
deck accessible to crew-members in 
flight. 

The J34’s accessory gear box, oil 
pump, fuel control unit, etc., are linked 
to the turbojet proper by an extension 
shaft with flexible couplings. Shaft ex- 
tracts power from the jet’s front com- 
pressor section and supplies it to the ac- 
cessories below. 

In the event of electrical failure, all 
valves in the installation can be opened 
and closed manually. The J34’s nacelle 
door and starter actuator valves, more- 


over, are identical to the C-119 main 
landing gear actuator valve, thus spar- 
ing operators the need to stock sepa- 
rately. 

Total weight of the JetPak installa- 
tion is 1,407 lb. 

Both the Lockheed P2V patrol air- 
craft and the Boeing KB-50J tanker 
are equipped with thrust augmentation 

Fuel for the J34 is standard 11 5 145 
octane aviation gas taken from the 
C-119's tanks; there is no separate fuel 

Average sea level consumption at 
maximum thrust is about 600 gph. 
At 10,000 ft. at METO power, con- 
sumption is about 400 gph. 

In a typical operation, the J34 is 
ignited as the C-119 takes the active 
runway for takeoff. No pre-flight run- 
up check is required. The jet is run 
for about one minute during climb, 
then shut down and not reignited until 
the aircraft has entered the landing 
pattern at its destination airport. 

Should an emergency crop up in 
flight, the J34 can be started almost 
instantaneously with the hydraulic 

However, windmill starts are possi- 
ble above 1 30 kt. indicated air speed, 
and involve only opening the nacelle 
doors with an electric toggle switch in 
the cockpit, opening the auxiliary fuel 
shutoff valve (also with a toggle 
switch), waiting for light-off rpm. (about 
10-12%), and cracking the J34 throttle. 



controlled receiver providing 90 channels 
with 100 kc. spacing plus VOR-localizcr re- 
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steps. Total system weight is 13.8 lh. in- 

one item in three new product lines of avi- 

Radio Corp. Top line of avionics meets 
TSO Category A; middle line meets TSO 
Category B, while third line is budget-priced 
for light aircraft. Included arc three new 
autopilots, ranging in price from 5950 to 
SI, 995 pins installation. 


AVIATION WEEK and SPACE TECHNOLOGY, 


12, 1962 


131 


PRODUCTION BRIEFING 



RADARSCOPE RECORDING SYSTEM 
IN ONE-FIFTH CUBIC FOOT 

The Electro-Optical Department of CSC has 
developed a Radarscope Recording Cam- 
era System that simultaneously photo- 
graphs radar images and records such 
data as time, range and directional orien- 
tation. CSC assumed responsibility for 
the design and production of this system 
from Bell & Howell Company about mid- 
way through the program. 

Weighing less than 13 pounds, the system 
uses a negative lens to photograph a 
radarscope through a port at the rear 
of the cathode ray tube. A data chamber 
produces time-correlated information, 
reflected through a lens by two mirrors, 

mm film. Careful design for field use 
allows calibration and service without spe- 
cial tools. Assemblies can be removed 
easily and replaced quickly. 
Electro-Optical, producing military and 
commercial cameras, optical systems and 

exotic materials, is one of the divisions of 
CSC. Others design and build systems 
for analog and digital data handling, test- 
stand instrumentation and recording, pre- 
cision pressure measurement, telemetry, 
and industrial control. For details on appli- 
cations of custom systems in your area 
of interest, call your nearest CSC regional 
office or write: 

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1500 So. Shamrock Ave. • Monrovia, California 


Continental Aviation and Engineer- 
ing Corp. has been awarded an Air 
Force contract to investigate and dem- 
onstrate new design concepts which can 
be used in developing a lightweight jet 
engine for use in VTOL aircraft. Ob- 
jective will be to develop designs with 
both commercial and military applica- 
tions. 

United States Rubber Co. will de- 
velop new materials and techniques 
for construction of inflatable space sta- 
tions under a contract from the Na- 
tional Aeronautics and Space Adminis- 
tration. Company has proposed a 
filament-wound skin, possibly of glass 
fiber. Skin would be wound over a 
frame and then collapsed for packaging 
after the frame is removed. 

Computer Engineering Associates, 
Pasadena, Calif., has been selected by 
North American Aviation, Inc.’s Space 
and Information Systems Division to 
study and analyze the dynamic response 
characteristics of the Saturn S-2 struc- 
ture during captive firings. Purpose of 
the study is to predict dynamic load 
paths for use in structure weight de- 

Amcrican Machine & Foundry Co. 
has been awarded a $5-million Air 
Force contract for the re-installation 
and checkout of the Titan ICBM 
launcher at Complex 4C-1, Beale AFB, 
Calif. The complex was destroyed by 
an explosion and fire May 24 (AW 
May 2S, p. 37). 


Dalmo Victor, a division of Textron 
Inc., Belmont, Calif., will produce air- 
borne magnetic detecting equipment 
for use in anti-submarine aircraft under 
a S540.000 follow-on contract from 
Navy's Bureau of Weapons. 

Fiat Aero Engine plant, Torino, 
Italy, has started production of the J79- 
1 1 A jet engine under license from Gen- 
eral Electric. Engine will be used in 
the F-104G, being built by Fiat and 
SABCA of Belgium for use" by NATO 
forces. 

Vitro Corp. of America has received 
three Navy contracts, totaling S2.S mil- 
lion, for engineering work on ships 
which are to be equipped with the Ter- 
rier, Tartar and Talos missile systems. 

Garrctt-AiRescarch will produce 190 
temperature control, air conditioning 
and pressurization systems for the CL- 
41A jet trainer. Work is financed by a 
Sl-million contract from Canadair. Ltd., 
Montreal. 

Leach Corp. has received a Sl-mil- 
lion contract from Lockheed Missiles 
and Space Co. for development of satel- 
lite tape recorders capable of withstand- 
ing high nuclear radiation levels. Life 
cycle of more than 1,000 hr. continuous 
sendee is being sought. 

Radio Corp. of America has been 
awarded a $225,000 contract by the 
Boeing Co. for production of spares for 
the Minuteman ICBM test equipment. 
Pyle-National Co. also has been awarded 



132 


AVIATION WEEK 


SPACE TECHNOLOGY, 


12, 1962 



Spray/pour fairing blocks 

Foamed in place with Binks Formulator and Turbulator Gun 


a Minuteman contract, totaling $550,- 
000, for production of parts for the 
data transmission network used in the 
missile system launch installations. 

Republic Aviation Corp. will design 
and fabricate plastic rudders for Navy’s 
experimental Dolphin deep-diving sub- 
marine. Rudders arc based on a new- 
concept in lightweight construction. 

Swedlow, Inc., of Los Angeles, has 
received a $200,000 contract from Re- 
public Aviation Corp. for production 
of 36 sets of cockpit canopy panels for 
Republic’s two-place F-105F jet. 

Wcstinghouse Electric Corp.’s Air 
Arm Division is conducting studies in 
manual control of space vehicles during 
simulated orbital rendezvous, using an 
analog computer, simulated spacecraft 
and actual controls. Objective of the 
company-sponsored experiments will be 
to determine the best configuration for 
rendezvous display systems of the type 
Wcstinghouse will build for Project 

Marquart Corp.’s Ogden, Utah, plant 
will manufacture nozzles for first stage 
of Navy's Polaris missiles under a Sl- 
million contract from Aerojet-General 

Northrop Corp.'s Astronertial guid- 
ance system, designed for Air Force's 
Douglas Skvbolt missile, has undergone 
initial sled tests proving its mechanical 
and electrical integrity and its basic iner- 
tial platfonn stability. Tests are being 
conducted at Holloman AFB, N. M. 

Cessna Aircraft Co. has received a 
S6,404,376 contract from McDonnell 
Aircraft Corp. for production of bomb 
rack assemblies, missile ejection rack 
assemblies and missile and wing tank 
pylons for Navv’s F4II and Air Force's 
F-110. 

Avco Corp.'s Lycoming Division has 
been selected to produce the electrical 
power system for the Vought-Hiller- 
Ryan XC-142 tri-sen-ice V/STOL as- 
sault transport. System used will be Ly- 
coming's 42-lip. LD3-7 constant speed 
drive. 

National Cash Register Co. will 
study techniques of encapsulating 
chemicals which, when mixed together, 
will react and expand 30 times to form 
rigid foam structures. Program, financed 
by $49,078 Air Force research contract, 
is aimed at detennining feasibility of 
making self-erecting foam shelters for 
use by future space explorers. 

Bendix Corp.'s Pacific Division has 
been awarded a study contract to deter- 
mine feasibility of the guidance unit for 
Army's new Derringer missile weapon 


One of the country’s largest aircraft 
manufacturers recently eliminated a 
costly and time consuming manual 
operation. Urethane foam filler strips, 

trailing edge of the wing leading edge 

and pre-cut . . . then glued into the 
channels individually by hand. 

Now, with a Binks Formulator 
metering unit, and a Binks Turbulator 
gun, urethane foam is spray-poured 
directly in place. 

Key to the success of this new sys- 
tem is (1) precise formulation and 
metering of the catalyst and resin 
materials ... (2) thorough mixing of 
the materials and speedy application 


before reaction takes place in the gun. 

The Binks Formulator provides ex- 
tremely accurate metering. Resins 
with viscosity ranges as high as 50,000 
cps can be handled. 

A high-speed mixing device is incor- 
porated in the head of the Turbulator 
gun. When resin and catalyst are 
mixed, they are almost instantane- 
ously discharged. 

This is only one of many ways Binks 
spray /pour equipment is serving the 
aircraft industry. For further informa- 
tion on this new, time and money 
saving technique, write to the address 
below. 

onstredioru C>pm a t^i eqUiPmen ' d * m 



Binks Manufacturing Company 3138 Carroll Avenue, Chicago 12, Illinois 
REPRESENTATIVES IN MAJOR U.S. AND CANADIAN CITIES... AND AROUND THE WORID 


AVIATION WEEK 


SPACE TECHNOLOGY, 


12 , 


133 






LET’S MATCH YOUR ABILITY 
AND OUR OPPORTUNITIES 


Advanced manned aircraft programs dedicated to significant performance breakthroughs provide career openings of exceptional interest and 


ELECTRICAL / ELECTRONICS / PHYSICS / MATH 





Electrc 



Boeing's recently formed Military Aircraft Systems Division, now 
at work in such advanced areas as variable wing geometry, can 
offer talented, future-minded engineers unique opportunities. 
Minimum requirement is a B. S. degree in applicable engineering 
or scientific discipline. Salaries are commensurate with educa- 
tional and experience background. ■ A prompt reply to this 
advertisement is invited in connection with program oppor- 
tunities of significant potential in Seattle or Wichita. ■ If you 
feel you qualify, please write in confidence to either: 





NEW AEROSPACE 
PRODUCTS 




New from G. E.! 16-page 5-Star tube booklet tells... 


How to value-analyze 
airline electronic tubes 
for highest reliability 


GENERAL® ELECTRIC 

For rapid availability on all G-E 



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SYSTEMS ENGINEERS AND ANALYSTS 


GLOBAL MILITARY 
COMMUNICATION 
SATELLITE SYSTEM 
CONTRACT AWARDED 
TO ITT 



An Equal Opportunity Employer 


SYSTEMS 

ANALYST 

GENERAL ELECTRIC 
PROBES FOR THE 
ENGINEER WHO CAN FILL 
A SPECIALIZED AND 
HIGHLY REWARDING 
ASSIGNMENT 

Occasionally a job require- 
ment of such proportions and 

case telemetry analysis of mis- 
sile guidance systems — that it 
demands the checking of all 
available sources. 

ARE YOU THIS MAN— OR 
DO YOU KNOW HIM 
AMONGST YOUR FRIENDS 
AND ASSOCIATES — HE 
SHOULD MEET THESE RE- 
QUIREMENTS: 



. . objective and analytical 
(linking ability. 




Write in complete confidence to: 
Mr. N. F. Britt 
Department 218 
Electronics Park 
Syracuse, New York 
An equal opportunity employer 



GENERAL 

ELECTRIC 



Miniature Meter 


One-inch panel meter, designed for 
good readability, minimizes parallax 
and reduces possibility of reading error 
by setting scale and pointer close to the 
curved-glass crystal, according to the 
manufacturer. 

Meter is available as microam meter, 
milliammeter and a.c. or d.c. voltmeter. 
Two-ounce meter is adaptable to edge- 
lit panels on stationary, portable or air- 
borne equipment where weight and size 
are significant. 

International Instruments, Inc., 88 
Marsh Hill Rd., Orange, Conn. 



Electrical Connector 

Electrical connector, hermetically 
sealed in an aluminum shell with a 
silico-ceramic insulation, is designed to 
operate in a temperature range of 
— 385F to 700F, the manufacturer says. 

In addition, the connector has a life 
span of 10,000 hr. at 630F and will 
resist cryogenic and nuclear environ- 
ments, according to the manufacturer. 
Connector is available in TI, PS, IIP 
and BL series configurations. 

Connector weighs 5.3 grams. 

Physical Sciences Corp., 389 North 
Fair Oaks Ave., Pasadena. Calif. 

Light Aircraft Turbocharger 

Lightweight turbocharger for light 
aircraft engines can be adapted to en- 
gines in the 240 cn. in. to 470 cu. in. 
class, the manufacturer says. The unit, 
designated TE06, is designed to utilize 
V-band clamps on turbine inlet and 
exhaust flanges for aircraft mounting 
requirements. 

Garret Corp.’s AiResearcli Industrial 
Division, 9225 Aviation Blvd., Los 
Angeles, Calif. 



FUZE ENGINEER 
FOR SPACE 
INTERCEPTORS 


An expert in unconventional applica- 
tions and techniques is offered an 
exceplional opportunity to conduct 
fuzing studies for space interceptors 

Laboratory. 

While fuzing experience would be 
helpful, it is not mandatory. Broad 
general background knowledge and 
high interest in the subject is 

The assignment will entail para- 
metric analysis of a wide variety of 
fuzing sensors (radar, infrared, nu- 

requirements. and possible counter- 
measures. 

1/ you hold an accredited degree and 
U.S. Citizenship and feel that you are 
qualified by professional experience 
and interest, please airmail your com- 

MR. ROBERT A. MARTIN 
Head of Employment 
Hughes Aerospace Divisions 
11940 W. Jefferson Blvd. 
Culver City IS. California 



AVIATION WEEK 


SPACE TECHNOLOGY. 


12, 1962 




SENIOR 
PRELIMINARY 
DESIGN ANALYST 


FOR SPACE GUIDANCE 
& CONTROL 


nagement positi 


■anced degree from an 
miversity, U.S. Citizen- 
'-‘it 12 years' profes- 


accredited u 

sional experience including Systems 
Engineering, Space Navigation, 
Guidance, Control Systems, Orbital 
Dynamics, Radar Systems, Inertial 
Components, Computers. 

He must have a personality which 
enables him to work easily and well 
with a variety of people— plus intel- 
lectual speed which permits him to 
react quickly to any situation. He 
must be inventive and imaginative, 
will probably hold several patents 
and will have had papers published 
in professional journals. His present 
position might be that of a prelimi- 
nary design section head or staff 
head in an equipment design group. 

If you feel that you qualify by training, 
experience and interest— and wish im- 
mediate consideration, please airmail 
your resume to: 

MR. ROBERT A. MARTIN 
Head of Employment 
Hughes Aerospace Divisions 
11940 W. Jefferson Blvd. 
Culver City 19, California 


IHUGHES; 



Check Valve 

Check valve, composed of adapter, 
body section and valve cartridge insert, 
is designed for full reverse flow check 
on both hydraulic and pneumatic 

Valve is available in line sizes of 
ft in., ? in. and 1 in. and for pressures 
of 20,000 psi., 16,000 psi. and 13,200 
psi. respectively. All valves are bubble- 
tight at maximum design pressure, 
according to the manufacturer, and arc 
available in carbon steel, cadmium 
plated or stainless steel with hex body. 

Cardair, division of Marmon-Hcrriiig- 
ton Co., Inc.. Dept. CV-364. 510 
Indianapolis Ave., Lebanon, Ind. 



Vector Calculator 

Device, originally developed for use 
with RayData vibration analyzers, solves 
any type of vector problem, the manu- 
facturer savs. Vector problems are sim- 
ulated and readily visualized with this 
device, without use of plotting paper, 
rules and protractors. Using slide rule 
techniques and an arbitrary scale of 
values, the calculator is said to reduce 
solving time to SO % below that for 
graphic plotting of vector problems. 

RavData Corp.. 1078 E. Granville 
Rd., Columbus 24, Ohio. 



From sea to stars— 
the range of 
LOCKHEED 

ADVANCED DEVELOPMENT 


Air. Space. Sea. Vast frontiers that 
challenge Lockheed's scientific creativity, 
engineering knowledge, manufacturing 
skills! None offers greater scope than 
Advanced Aircraft. 

The Hypersonic Fighter pictured above 
is only one example of many advanced 
concepts. Others are: 

1) The Supersonic Transport design 
concept, which typifies the Company's 
creative thinking and planning. 

2) The Rigid Rotor Helicopter. Lockheed's 
helicopter test bed, flying for several 
years, already has ably demonstrated 
outstanding stability and maneuver- 
ability. 

3) The Hydrofoil— whose stability, con- 


study by the Company. 


dentists a: 


i Engineers of to 

ivited tt 


se immediate openings: Electronic 
Systems: Structural Dynamics; Flight Test 
Analysis; Thermodynamics: Electronics 

Systems Reliability: Propulsion; Helicopter 
Preliminary Design; Guidance and Control. 
Send rdsumd to: Mr. E. W. Des Lauriers. 
Manager Professional Placement Staff. 
Department 1111, 2406 North Hollywood 
Way. Burbank, California. An equal 
opportunity employer. 



LOCKHEED 

CALIFORNIA COMPANY 


140 


AVIATION WEEK and SPACE TECHNOLOGY, 


!, 1962 


YOUR WORLD OF 


MANAGEMENT 



A wide selection of professional oppor- 
tunities, offering significant individual 
recognition, is now available to quali- 
fied electronics engineers at Tamar 
Electronics Industries, Inc. 

Three highly capable and suc- 
cessful Southern California engineer- 
ing groups, each with an elite staff, 
encourage technical members to work 
in close association with top divisional 
management. As a result personal 
recognition and opportunity for con- 
tribution are greatly increased. 

Assignments call for engineers 
who are eager to follow specific prod- 
uct developments through to comple- 
tion. These men must be able to 
perform effectively with a minimum of 
time pressures or over-supervision. 

These positions offer unusual 
career opportunity with top salary, in ' 
excellent surroundings. Qualified engi- j 
neers at all levels in MICROWAVES, 
INERTIAL GUIDANCE, and DYNAMIC 
MEASUREMENT are urged to contact 
Tamar, an equal opportunity employer. 
Submit detailed resumes to Mr. 
Rulon G. Shelley, Vice President of 
Engineering. TRmqR 

ELECTRONICS INDUSTRIES, INC. 

P.0. Box Q-3, Anaheim, California 
Telephone: 213-639-7570 



Chamber of Commerce 
Urges Spaee Committee 

New York— Establishment of an ad- 
visory commission to examine and 
recommend national space goals and 
how they should be achieved over the 
next 10 to 20 years was urged recently 
by U. S. Chamber of Commerce Presi- 
dent Ladd Plumley. 

At a meeting of the Harvard Busi- 
ness School Club of New York, Plum- 
lev cited what he called "urgent, des- 
perate” questions about the impact of 
space program planning on the United 
States. 

lie said these are among most press- 
ing problems the commission could 
study: 

• Government monopoly in research 
and development, reflected not only in 
the $12.5 billion the government will 
spend in Fiscal 1963 for research, but 
also "in the brainpower . . . being 
siphoned into federal service to manage 
and perform this work.” 

• Damage compensation legislation, to 
establish liability’ for accidents which re- 
sult from space activities. 

• Patent policy for National Aeronau- 
tics and Space Administration. Plumlcv 
noted that Congress has adjourned 
without taking action on such a policy. 

• Government consultation with lead- 
ers of communities impacted by NASA 
programs. Plunder said community 
sendee plans arc necessary not only for 
those cities where programs arc placed 
but also for contiguous and distant 
communities which have not yet been 
sun'eved. Problems faced by these 
cities, he said, involve draining the labor 
supply, dislocation of schools and new 
requirements for hospitals and utilities. 

• Space program cost. Plumley was 
careful not to criticize the amount U. S. 
is spending in space, but he said “the 
Russians already are finding it impos- 
sible to grow enough food to feed tlieir 
people, largely because of the national 
effort the Kremlin is diverting into 

He said the U. S. could “throw the 
equivalent of Russia’s whole national 
income into our space effort and still 
manage to keep a relatively high stand- 
ard of living.” He said, however. U. S. 
expenditures in space are not pleasant 
to contemplate, and national priorities 
must be established for space programs. 

Plumley said the commission mem- 
bers should be non-political. Member- 
ship, he said, should consist of scientists, 
economists, military, businessmen, edu- 
cators, labor spokesmen, and congres- 
sional leaders. 


AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 




SUPERVISOR, 
SURVEYOR 
SPACE TRACKING 
STATION 


Responsible assignment is imme- 
diately available for a Senior 
Engineer to supervise Hughes partic- 
ipation in the SURVEYOR Program 
—including operation of the space- 
craft on the lunar surface. 
Location: Goldstone, California, 
deep-space tracking station. 
Requirements: Maturity, a degree 
in E.E. or Physics from an accredited 

10 years' experience in communica- 
tions, telemetry, video systems (In- 
radar sites); demonstrated ability to 
work with other contractors and the 
customer and to supervise the activi- 
ties of a group of other engineers and 



MR. ROBERT A. MARTIN 
Head of Employment 
Hughes Aerospace Division 
11940 W. Jefferson Blvd. 
Culver City 23, California 



141 











BUYERS’ 

GUIDE' 

^ MODERNIZED • ALTERED • EXPANDED ^ 


Unique in its coverage of the entire aerospace market, the 1963 BUYERS’ GUIDE 
ISSUE has been completely revised to meet radically changing industry patterns. 
Products, systems and services of over 3,000 manufacturers will be listed in one 
easy-to-read section covering satellites, space vehicles, missiles, aircraft, avionics, 
airline and airport equipment, supporting equipment and services. The section will 
contain more than 2,000 newly revised categories with names of manufacturers 
listed under each category. 

Greatly expanded editorial reports on procedures for selling to Department of 
Defense agencies and the National Aeronautics and Space Administration will 
include names, addresses and telephone numbers of government officers concerned 
with aerospace procurement. 

As an advertiser in the BUYERS' GUIDE ISSUE, your company’s name, and the 
page number of your advertisement will be featured in prominent bold-face capital 
letters for each of your listings. Of special interest and available for the first time 
this year, are reduced rates for multi-page advertisements. Also available to 
advertisers using one or more pages are 1 /6th page, black and white advertisements 
adjacent to product listings. 

Through the BUYERS' GUIDE ISSUE, your sales message will reach over 84,000 
engineering-management buying influences in the $17 billion aerospace market. 
This is your opportunity to give them additional product information at precisely 
the moment when buying decisions are made. 

For details on the many additional features and benefits, contact your local AVIA- 
TION WEEK & SPACE TECHNOLOGY District Manager, now. 



PUBLISHED: MID-DECEMBER 



Hamilton 

Standard 


United 
ft ire raft 


Windsor Locks, Connecticut 

An Equal Opportunity Employer 




(Continued from p. 156) 

News Control Sets 
Dangerous Pattern 

Tulsa Daily World— Nov. 2 

The Department of Defense has made a 
dangerous mistake in its new policy of air- 
tight control on information given to news 

The department is now requiring that any 
time one of its military or civilian officials 
speaks to a newsman — in person or by tele- 
phone — he must report it to a public infor- 
mation officer by the end of the day. 

The effect of such an order can only be 
to close up the flow of information except 
what is permitted through official channels. 
It goes directly against the historic Ameri- 
can concept of freedom of information — 
and should he struck down immediately. 

We do not argue that everything is the 
public's business in the Defense Depart- 
ment. Certainly there are matters that 
must be kept classified in the best interests 
of the nation. This has been the practice 
in the past and will continue. Any respon- 
sible newsman will agree that some security 
information must be kept secret. 

But this new policy does not affect classi- 
fication. It means, simply, that the depart- 
ment is clamping a tight grip around every 
person under its control, to prevent any in- 
formation from being given out that might 
be displeasing to somebody at the top. 

Arthur Sylvester, the spokesman who 
handed out the order, says it is not intended 
to inhibit Pentagon personnel from talking 
to newsmen. But it is hound to have that 
effect. What military man or civilian em- 
ploye of the department is going to take a 
chance on being blamed for letting the press 
have facts that might not be on the ap- 
proved list in the secretary's office? 

This policy is all the more dangerous in 
the light of the recent deception practiced 
by the Pentagon and the White House 
when President Kennedy was called off his 
campaign tour because of a "cold” — accord- 
ing to the official announcement. 

Actually the President was going back to 
Washington to take up the Cuban situa- 
tion. Sylvester acknowledges that such false 
official reports arc part of the "arsenal" 
at the government's disposal, and says he be- 
lieves the results justify the methods. 

This nation has always proceeded on the 
basis that the people are entitled to the 
truth. It has been embarrassing at times, 
but it has alwavs been found best in the 
long run — and the people could at least have 
some confidence in their news reports. 

If a new policy' of distorting and choking 
off the news is to be followed in the De- 
fense Department, are we not taking a 
fateful step towards total censorship? 

New Censor Rules 
Recall Goebbels 

By Mark S. Watson — Baltimore Sun 

Washington. Nov. 1— In formulating its 
new and unprecedented regulations of news 
censorship, the Administration has thrown 
overboard the wartime principles and prac- 
tices which two world wars have justified. 

The “see nothing; hear nothing; say 


nothing” rules discouraging natural news 
practices, which have just been imposed on 
the military professionals, have already re* 
suited in inaccurate public statements by- 
civilian spokesmen whose basic knowledge 
of military matters is scant. The rules silence 
military professionals whose judgment of 
“dangerous" news is infinitely better. 

But Tuesday's official dictum that “gov- 
ernment-generated news” is a “weapon." 
officially regarded as a desirable substitute 
for normal news, is far more disturbing. 
It suggests the policy and the performance 
of Adolf Hitler's propaganda chief. Paul 
Joseph Goebbels, who prescribed what Ger- 
mans should be allowed to read and think. 

A surprising aspect of the “say-nothing" 
edict is that it runs counter to national 
experience in far greater military emergen- 
cies. During World War 2. as at other 
times, there was a voluntary self-censoring 
by press and radio, in pursuit of a code 
which stated simply and clearly what kind 
of news publication was against the national 

A group of military and journalistic ex- 
perts was on duty to explain the code's 
applications to events. Faulty judgments 
by press and radio were so rare that they 
are hard to remember, due in large measure 
to the fact that experienced officers of the 
armed services were encouraged to provide 
professional guidance on the significance of 

Up to now the Cuban affair has not gone 
far enough to produce momentous misfor- 
tunes. but it has already produced from a 
civilian who is presented as spokesman 
some statements which are notoriously in- 
accurate. This was not by his design, 
certainly, but due solely to ignorance re- 
sulting from lack of experience. 

An example is useful. On one occasion 
a specific act, which the official spokesman 
confidently stated had taken place, actually 
would have constituted an act of war. The 
fact is that this act did not take place. 
The spokesman, quite unintentionally, had 
made a misstatement. 

That is bad enough. What is worse is 
that the spokesman did not even know the 
gravity of his error. An experienced naval 
officer would has-c known it and could not 
have made such a blunder. This sort of 
bumbling is dangerous. 

The faults of the present “government- 
generated news,” therefore, are twofold. 
Through concentrating on reports from 
Civilians, instead of supplying military guid- 
ance. such as always was available before at 
such briefings, there are actual misstate- 

And through a comic horror of allowing 
publication of routine facts wholly known to 
a potential enemy, this sort of information 
is kept from nobody except the .American 

A petty example is the pains which the 
Administration spokesmen still take to pre- 
vent reporting even approximately how many 
United States Marines are at the naval 
base in Guantanamo. Into that base every 
day pour 2,500 Cuban civilian workers. 
Out they all go at evening, to make what- 
ever report they feel like making to any 
Cuban authority questioning them. 

To think that the Castro government does 
not have its information whenever a new 
ship unloads is to be impervious to horse 
sense as some of the Pentagon’s top 
civilians have become. 


Pentagon Censorship 

Dallas Morning News — Nov. 2 

It is revealed that the Pentagon has been 
“managing" the news during the Cuban 
crisis. Any government or branch of gov- 
ernment that imposes a censorship on in- 
formation about its policies usually docs so 
for one reason and one reason only— it does 
not want the public to know about the er- 
rors it might make. 

Further, it wants to give the people pro- 
paganda about its own merits through the 
news it “manages." 

Imposition of a censorship usually comes 
in the class of those things that “creep” 
into use. At first only a small advance is 
made. There are evasion and duplicity in 
answering the questions of the press. Next 
there is an outright refusal to give the peo- 
ple the news. Finally, the government takes 
the offensive and tells the press what to say. 

It can become a part of the path to dicta- 
torship. 

We have seen excellent examples in 
Italy. Germany and the Soviet Union. 

Any official withholding of news from the 
public is an outright denial of the theory 
of democracy. The people cannot rule un- 
less they have the facts upon which to base 
their judgments. 

We have seen the tendency toward cen- 
sorship in other places than the Pentagon 
during this Cuban crisis. For example, the 
President’s press secretary was asked if air 
reconnaissance over Cuba would be resumed 
if Castro continued in his defiant attitude. 
He could have said yes or no. Instead, he 
said, "in the absence of United Nations' ar- 
rangements, the hemisphere nations have 
the responsibility for continuing surveil- 
lance." This was a clear evasion of the 
question. 

Acting Secretary General U Thant of 
the United Nations, in answer to direct 
questions about the success of his mission 
aimed largely at getting Castro’s agree- 
ment to inspection of missile bases, would 
not answer directly, but said only that his 
mission had had “fruitful results.” 

This was a distorted answer, U Thant 
also deals in bad faith with the nation which 
is his principal financial supporter-tlic na- 
tion that has recently “lent" the UN $100,- 
000,000 to pay the debts that Castro’s 
friend Russia refuses to pay, 

Arthur Sylvester, assistant secretary of de- 
fense for public affairs, justifies the action 
of the Pentagon by saying that “the genera- 
tion of news by action taken by the govern- 
ment becomes one weapon in a strained sit- 
uation." enabling the government of the 
United States to speak "in one voice" to 
the adversary. 

This sort of news “management" is a 
leading characteristic of paternalistic gov- 
ernments throughout the world. We can- 
not oppose communism or other un-Ameri- 
can isms by resorting to our own adapta- 
tions of their techniques. 

The American news media cooperated 
magnificently with the government during 
World War 2 in a voluntary censorship sys- 
tem that protected our security. Veterans 
in the Pentagon know that. The present 
system is indirect admission that our govern- 
ment does not have faith in the press, radio 
and television. 

Mutual faith on the part of all is neces- 


145 


AVIATION WEEK and SPACE TECHNOLOGY, November 12, 1962 







New American Sailplane Models Show Variety of Design Approaches 

Home-built, high performance sailplanes of American 
design appeared in increasing numbers at the Na- 
tional Soaring Championships in El Mirage, Calif. 
In recent years, production designs of British and 
German make had dominated the event. Champion- 
ship was won by Sisu I flown by John D. Ryan, 
below. Aircraft is being marketed by Arlington Air- 
craft Co., Arlington. Tex. The sailplane is all-metal, 
with wings that are swept forward 2.92 deg. and have 
an aspect ratio of 23.1. Maximum glide ratio is 
claimed in excess of 40-to-l at 70 inph. IAS. Second- 
place Adastra, right, is two-place, all-wood aircraft 
with individual bubble canopies for occupants. Others 
shown include Brieglcb BG-12. above, and Pruc 
Standard, shown on opposite page. 


Design top speed of the Prue Standard is 150 mph. Aircraft has a minimum sink rate of 2.15 fps. at 42 mph. and a stall speed of 39 mph. 
146 AVIATION WEEK ond SPACE TECHNOLOGY, November 12, 1962 


Two-place, all-wood Adastra, above, has second bubble of cockpit obscured by 
high wing. Aircraft has a glide ratio of 35-to-l at 55 mph. 


N7983A 







The CHRYSLER Corporation SPACE Division 
was born of experience over a decade in the 
research, design, development, fabrication, as- 
sembly. test, and launch support of large liquid- 
propelled missile systems and space boosters. 

The CHRYSLER Corporation SPACE Division, 
as a prime contractor in the SATURN S-l, C-1 
Space Program, has responsibilities which include 
a broad spectrum of engineering technology. To 
these have been added tasks in ADVANCE EN- 
GINEERING and PRODUCT IMPROVEMENT. 

The scope of this undertaking offers excep- 
tional opportunities for ENGINEERS and SCIEN- 
TISTS who enjoy fulfilling intensive assignments 
where individual creativity is encouraged. 


Consider these added values of a career with 
CHRYSLER Corporation SPACE Division: 

• Association with top technical minds. 

• Excellent career advancement potential. 

• University facilities for advanced study. 

• Pleasant living in 3 choice Southern locations. 

If you have engineering experience in re- 
search, preliminary design, test or development 
in the areas of AERO and ASTRONAUTICS. 
ELECTRONICS. SYSTEMS. LIQUID PROPULSION. 
STRUCTURES, or ANALOG and DIGITAL 
COMPUTATION, send your resume in confi- 
dence to Personnel Department. P.O. Box 26018, 
New Orleans 26, La. 


CHRYSLER CORPORATION SPACE DIVISION 

CAPE CANAVERAL, FLA. HUNTSVILLE, ALA. NEW ORLEANS, LA. 

An Equal Opportunity Employer 


150 


AVIATION WEEK 


SPACE TECHNOLOGY^ Nc 


12, 1962 



Two major task areas are of 


ADVANCE 

ENGINEERING 

This branch analyzes existing 
or proposed space system designs 

establish system requirements and 
feasibility fordeveloping design con- 
cepts. It includes these sections: 
Aeroballistics — concerned with dy- 
namics and trajectory analyses, aer- 
odynamic heating, staging studies, 
aerodynamics, and flight evaluation. 
Preliminary Design— establishes 
configuration feasibility to meet 

sions as dictated by program re- 
quirements. 

Future Systems Analysis— studies 
advanced systems with considera- 
tion of tradeoffs between various 
parameters as well as projected 
availability of new and higher per- 
formance hardware. 

PRODUCT 

IMPROVEMENT 

These programs provide for 
assignment involving the major ele- 

and materials disciplines, including 
complete or partial feasibility stud- 
ies, design, development, analysis, 
and testing. Tasks also are initiated 
in the areas of electrical systems, 
instrumentation, and automatic 
checkout. Component product im- 
provement tasks will be performed 
to correct design deficiencies and 
marginal conditions detected in the 
evaluation and test programs. 

CHRYSLER corporation 
SPACE DIVISION 

An Equal Opportunity Employer 


GARRETT-AIRESEARCH 

has immediate openings 
in expanding aerospace programs 


Environmental Systems Test Engineers 

A responsible position is open in total system testing of space environ- 
mental control systems. This position requires a minimum of 3 years 
component, subsystem or system test experience in sophisticated test labo- 
ratory. Must understand system flexibility from safety standpoint. Work 
involves high pressure pneumatics, fluid and gaseous flows. Degree or 
equivalent essential. 

Design Engineers & Checkers for Space 
Environmental & Cryogenic Systems 

Openings exist for experienced board-type designers and checkers for 
work on complete environmental control systems, heat exchangers, 
pneumatic valves, CO- absorbers, ducting, etc. Degree required and 
cryogenic and pneumatic valve experience is highly desirable. 

Design Engineers & Checkers, Electromechanical 

Work on highly loaded gear trains, servomechanism systems for gear 
boxes and actuators. Requires a strong background in electromechanical 
board design, with emphasis on high temperature materials and require- 
ments. B.S.M.E. or equivalent required. 

Heat Transfer Development Engineers 

Involves work on sophisticated heat transfer devices for space and air- 
craft environmental control systems. These precision systems require 
knowledge in manufacturing processes such as forming, welding and 
brazing. B.S. required. 

Preliminary Design Specification Writers for 
Environmental Control Systems 

Involves review and analysis of customer specifications for space and air- 
craft environmental control systems. Includes some specification writing. 
Engineering degree is highly desirable and a minimum of a 2 year engi- 

Aerodynamicists 

B.S. to Ph.D. level aerodynamicists required for advance work in high 
speed radial compressors and turbines. Involves many new, as well as 
standard, aerospace applications using broad range of working fluids. 

Stress & Vibration Analyst 

B.S. to Ph.D. level needed for work on turbine and compressor design 
problems, cast and sheet metal structures, pressure vessels, critical speeds 
and temperature analysis. Knowledge of experimental techniques and 
problem solving with electronic computers is highly desirable. 

• Garrett is an equal opportunity employer 



Please send complete resume to 
Tom Watson — Department 2 


AIRESEARCH MANUFACTURING DIVISION 

9851 So. Sepulveda Blvd., Los Angeles 45, California 


AVIATION WEEK 


TECHNOLOGY, 


12, 1962 


151 





THERE'S H V I I V IV AT BELL AEROSYSTEMS 

IN AEROSPACE 


A new research department has been established to investi- 
gate nuclear propulsion systems, electrical propulsion devices 
in very low thrust ranges, high performance chemical propel- 
lants, energy conversion for new sources of electrical power, 
space dynamics, solid state physical materials, and the 
effects of radioactivity from the Van Allen Belt. 


Active engineering programs include development of a lunar land- 
ing research vehicle, SKMR-1 HYDROSKIMMER, the largest air 
cushion vehicle in the U.S., and new all-jet VTOL transports. Imple- 
menting these efforts are human engineering studies in space 
maintenance techniques, O-gravity devices, space shuttle vehicles 
and command and control of earth orbital weapons systems. 


POSITIONS ARE OPEN NOW IN: 

WEIGHTS RELIABILITY STRUCTURES 

HUMAN FACTORS AERODYNAMICS VALUE ENGINEERING 

DYNAMICS ENGINEERING STRUCTURAL DYNAMICS ANALYTICAL ENGINEERING 





BELL AEROSYSTEMS CO. 


An Equal Opportunity Employer P.O. BOX »1, BUFFALO 5, NEW YORK 






Chemical, Mechanical, Aeronautical, Electronic 
Engineers/Chemists/Physicists/Mathematicians 


, QUEST, 
for a new o*oe 

THRUST & 


^mssaPBr'BsaP! 




DESI G N AND DEVELOPMENT (BS, 




COMBUSTION RESEARCH (MS. 


rh R °™bllnJ«pfrlme"t?n 


of propellant detonability. bonding chan 
teristics. propellant formulation, morph 
ogjr and rheology of filled solid polymr 

STRESS ANALYSIS <BS, MS, PhD). An 
vsis of filament-wound oressure vess. 


Allegany Ballistics laboratory 

" OPERATED BY HERCULES POWDER COMPANY 


FOR BUREAU OF NAVAL WEAPONS 




AVIATION WEEK 


TECHNOLOGY, Nc 


12, 1962 


153 


CLASSIFIED 


ADVERTISING 


Searchlight Section 

BUSINESS OPPORTUNITIES EQUIPMENT - USED or RESALE 






Editorial Comment on Pentagon News "Weaponry" 




am/ CAetmca£i- 







I 51962 



FOR EVERY AEROSPACE INDUSTRY REQUIREMENT 


To guarantee availability in the United States and 
Europe, Esna maintains four big stockpiles at 


Beverly Hills, California 
Phone CR. 4-8071 
TWX-BV. 6718 

Collins-Powell Company 
9247 Alden Drive 

Kansas City, Missouri 

Elastic Stop Nut Corp. of America 

Phone DE. 3-8394-5 

226 West 75th Street 

TWX-KC. 366 


Union, New Jersey 

Elastic Stop Nut Corp. of America 

Phone MU. 6-6000 

2330 Vauxhall Road 

TWX-UNVL. 691 


Antwerp, Belgium 

Intair 

Phone 396826 

Antwerp Airport 


In addition to providing “availability,” ESNA’s leader- 
ship in the field of lightweight self -locking nuts is based 
on dependable quality and production of the full range 


of shapes and sizes to meet every fastening require- 
ment of the design engineer. This photograph, for ex- 
ample, illustrates only part of the complete line of fully 
qualified NAS parts which ESNA produces and stocks 
as standard items. For your copy of ESNA’s Aerospace 
Fastener Catalog of miniaturized, lightweight designs, 
write Dept. S68-1125. 



ELASTIC STOP NUT 
CORPORATION OF AMERICA 

2330 Vauxhall Road, Union, New Jersey